Documente Academic
Documente Profesional
Documente Cultură
PAPER NO.: 14
Investigations into Abrasive and Corrosive wear
mechanisms of Pistons and Liners in large bore
2-stroke diesel engine cylinders
Terence McGeary, Flame Marine Ltd, United Kingdom
terence@flamemarine.com
Fabian Chew, Flame Marine Ltd, Singapore
Jesper Weis Fogh, MAN B&W Diesel A/S, Denmark
c
CIMAC Congress 2004, Kyoto
have been developed by Flame Marine since 1998,
INTRODUCTION but required adjustment to fulfill the specific
research objective of MAN B&W into ring groove
wear. It was hoped that the diagnostic procedures
A project to study the MAN B&W K90MC would provide a more rapid means of checking
incidence of ring groove wear than conventional
engines of three container ships using regular
methods using physical inspections and calibration.
sampling of Cylinder lubricant Drain Oil (CDO)
The procedures used to investigate piston and
and simultaneous collection of engine cylinder conditions are elaborated.
performance data was commenced in October
2002. The objective of the trial was to study ring Cylinder Drain Oil (CDO) Sampling
groove wear and is the subject of the paper Collection of CDO samples and recording of
performance data from three ships commenced on
“Development of wear-resistant piston ring
the following dates:
groove designs for large two-stroke engines”
th
Ship A – 17 November 2002
[1].
th
Ship B – 24 February 2003
The interpretation of the collected data from the trial th
Ship C – 24 March 2003
provided insight into combustion, lubrication and
engine operating conditions. The objective of the study was to investigate wear
of the piston ring grooves by measuring the amount
The first part of the paper summarises procedures of wear debris in cylinder drain oil samples. The
employed and summarises findings in respect of findings are reported separately [1].
engine settings, power measurement, operating
conditions and maintenance.
Fuel Sampling
The second part interprets data from simultaneous
sampling of CDO and recording of engine It was expected that the presence of cat-fines in the
performance. New information about wear fuel would influence ring groove wear. To assess
mechanisms of the liners of the 2-stroke marine the amount of cat-fine material injected into the
diesel engine are discussed, and the frequency of engine one sample of fuel was taken before main
incidence of the different mechanisms is evaluated. engine fuel purifier and one sample before main
engine fuel pump.
Evidence is demonstrated to indicate that the most
frequent cause of higher than normal wear is due to Comparison of the “fuel as delivered” with the fuel
variations in combustion conditions rather than acid “before purifier” would show the reduction of cat-
corrosion caused by Sulphur in the fuel. fines precipitated or filtered out before arriving at
the purifier. Analysis of the fuel sampled before
main engine pump would show the amount by
Procedures for sampling of Cylinder which cat-fines are reduced as a result of
centrifugal separation and filtration, and indicate the
Drain Oil (CDO) and collection of amount being injected into the engine.
Engine Performance data from three
container ship engines The three fuel analyses, “as Delivered”, “before
Purifier” and “before ME pump” also showed
Flame Marine Limited was engaged by MAN B&W variations in other characteristics of the fuel,
in 2002 to organize the collection of fuel and indicating variations in Sulphur and Vanadium and
lubricant samples and engine performance data other components. (Chart 1) The variations are
from the MAN B&W 12 cylinder K90MC main explained by the fact that residual marine fuels are
engines of three sister container ships, built in 2000, not homogeneous and that the analysis of fuel “as
which operate between Japan and North Europe, Delivered” is an average of the total quantity of fuel
lifting fuel in both Rotterdam and Singapore. delivered. The fuel which is being injected into the
combustion chamber is continuously changing. It
One set of fuel and CDO samples, and one set of was therefore important to have the Sulphur and
engine performance data were to be collected every Vanadium values for the fuel at the time that the
15 days (300 to 360 operating hours). Cylinder drain cylinder oil drain samples were being drawn.
oil analysis procedures and diagnostic methods
TBN
45
The Cylinder Lubricant 30
15
in the cylinder lubricant drain analyses, new cylinder 19th Apr 03 37.4 33.8 37.1 33.2 22.6 29.8 30.7 27.8 27.0 27.8 22.9 25.2
lubricant was also regularly sampled. Previous 2nd May 03 38.7 36.4 38.1 34.7 27.5 33.3 32.1 30.9 29.4 29.9 27.2 24.9
18th May 03 31.5 24.4 30.8 29.9 21.3 26.4 24.7 28.3 22.4 22.5 16.6 17.4
experience had shown that the compounding of the 7th Jun 03 29.6 27.6 33.2 15.9 18.3 27.2 22.0 23.0 21.4 22.3 27.2 15.0 70.09
cylinder lubricants supplied can vary considerably
from one delivery to the next. A sample of fresh TBN trend
lubricating oil was therefore drawn from the Chart 2 – Ship B – (7 June 03 samples)
th
Engine performance data, and fuel and drain oil Iron Trend
th
samples are collected whilst operating at normal Chart 3 – Ship B – (7 June 03 samples)
operating power between 75% and 95% MCR. The
bunker analysis report, fuel and CDO samples and CDO analysis results are plotted as trends over a
engine performance data are landed at the next series of the four most recent results. Charts 2 & 3
port and forwarded by courier to the analytical are examples of two of the comparions made.
laboratory.
The TBN chart shows variations in alkaline reserve
Results of the fuel and drain oil analyses are between cylinders and allows comparison with the
studied to evaluate combustion and lubrication corresponding Iron chart.
ppm
indicating that there is no obvious relationship 24 50
22 40
between the two charts. 20 30
1 2 3 4 5 6 7 8 9 10 11 12
Viscosity 21.3 20.7 21 21.1 21.1 21 20.5 21.2 27.7 21.6 20.3 21.3
Recommendations were made throughout the study
Vanadium 61 46 51 46 51 46 44 45 78 52 45 46
for adjustment of VIT, fuel rack, fuel pressure and
temperature to ensure delivery of balanced power High Viscosity and Vanadium for Unit 9 indicate fuel
between cylinders. Recommendations were also contamination
made to check injectors, overhaul cylinder units, th
Chart 4 – Ship C (5 June 03 samples)
etc. The intention was to maintain optimum
operating conditions by reducing some of the 100 100
ppm
ppm
60 70
being collected. 40 55
20 40
1 2 3 4 5 6 7 8 9 10 11 12
Analysis Vanadium 61 46 51 46 51 46 44 45 78 52 45 46
Charts 4, 5, 6 & 7 demonstrate a typical procedure High Vanadium/ high Iron in Units 1 & 9 indicate that a
for diagnosis of incomplete combustion as the combustion iregularity is causing an increase in wear.
th
cause of increased wear. Chart 5 – Ship C (5 June 03 samples)
ppm
mm
105 50
correspondingly high Iron for Units 1 & 9 seen in 102 30
99 10
Chart 5 points to combustion irregularity causing 1 2 3 4 5 6 7 8 9 10 11 12
higher wear. Fuel Rack 103 102 101 102 102 104 100 101 105 103 102 102
Vanadium 61 46 51 46 51 46 44 45 78 52 45 46
A check of the engine performance report and EDA
output may then provide the information to identify
High Fuel Rack and Vanadium for Units 1 and 9 suggest greater
the cause of the fuel contamination. amount of fuel injected
th
Chart 6 – Ship C (5 June 03 samples)
Checking the Fuel Rack (Chart 6) shows that Units
1, 3 & 9 have higher settings. Whilst low MIP in 18 85
comparison with Vanadium for Units 1 & 9 (Chart 7) 17 65
kg/cm2
ppm
infers that combustion is inferior as compared with 16 45
15 25
other cylinders. 14 5
1 2 3 4 5 6 7 8 9 10 11 12
Chart 7 demonstrates how changes in the MIP 14.5 14.7 14.9 15.6 15.3 15.9 15.6 15.9 14.9 14.9 15.3 14.9
relationship between MIP and Vanadium can Vanadium 61 46 51 46 51 46 44 45 78 52 45 46
200
“corrosion is the likely predominant wear 100
Interpretation of the data from the three MAN.B&W Before the introduction of residual fuels in marine
12K90MC engines has shown that wear, as diesel engines in the early 1950’s corrosive wear
indicated by the Iron ppm in the drain oil, increases was not considered a concern. The use of residual
when a high sulphur is in use, and decreases with fuels introduced sulphur as a component of the fuel
low sulphur fuel. No evidence was seen to indicate and prompted the development of alkaline cylinder
that acid condensation caused unusual wear, even lubricants which could neutralize the acid formed by
when high sulphur fuel coincided with low lubricant the combustion of sulphur.
feed. On the other hand frequent instances were
observed of larger fluctuations in wear resulting
from variations in combustion conditions.
% Sulphur
95 4.5
% Load
200
engines with the so-called high top land piston. 10th May 03 42 40 35 112 42 29 43 30 32 23 35 31
31st May 03 157 183 112 310 370 210 180 142 74 69 93 65
Cylinder Lubricant Feed Rates & CDO Analysis Variation in Iron between Units indicates that factors other than
Sulphur are influencing wear.
st
Over recent years cylinder lubricant feed has been Chart 10 – Ship A (31 May 03 samples)
reduced from previous “normal” level of 1.6 g/kWh
(1.2 g/ bhph) to current engine manufacturer An example of the effect of a higher sulphur fuel is
recommendations in the range 0.7-1.34 g/kWh (0.5- demonstrated in Charts 9 to 13. Samples were
1.0 g/bhph) taken on the 10th May when the Sulphur content of
the fuel in use was 2.75%. the next set of samples
In the year 2000 Flame Marine introduced a service were drawn on the 31st May when a higher Sulphur
to monitor lubrication conditions as ship operators fuel of 3.78% was in use.
began to apply the new feed recommendations
kg/cm2
ppm
136 400
133 200
Date Port Sulphur Dates in 130
1 2 3 4 5 6 7 8 9 10 11 12
0
Bunkered Bunkered Content Use Pmax 135 136 138 136 136 139 138. 140 137 138 136. 141
st
th 1 May 03 Iron 157 183 112 310 370 210 180 142 74 69 93 65
20 April 03 Rotterdam 2.75 % th
10 May 03
th st Pmax and Iron Comparison
12 May 03 Singapore 3.78% 31 May 03
st
Chart 13 – Ship A (31 May 03 samples)
Table 2- Bunker details
The implication therefore is that the increase in Iron
st
Iron ppm is higher on the 31 May due to the higher ppm for Units 1 to 8 & 11 is influenced more by
Sulphur. However the large fluctuations in Iron ppm variation in combustion conditions and disruption of
between individual units point to factors other than the lubricant film by fuel, rather than the increase in
Sulphur causing the higher Iron in Units 1 to 8 & 11. Sulphur content in the fuel.
Units 9, 10 & 12, being unaffected by “other
factors”, demonstrate a small increase of about 40 Flame Marine previous experience, and consequent
ppm Iron as being caused by the higher Sulphur. advice, had been that “good practice” required
reserve alkalinity of the cylinder drain oil to be
The factors influencing the higher Iron in Units 1 to maintained in the range 20 ~ 30 TBN to provide
8 & 11 are explored in Charts 11, 12 & 13. adequate protection against corrosive wear, in order
to ensure that Iron, as the indicator of wear, is
In Chart 11 the high Vanadium relative to the MIP maintained below 150 ppm.
for Units 1 – 8 & 11 infers incomplete combustion of
a small part of the fuel injected, whereas in Units 9, Knowledge acquired over the period 2002 and
10 & 12 Vanadium is low in comparison with MIP. 2003, as well as the introduction and application of
new methods of cylinder lubrication suggests that
23 110 the previous “good practice” advice to maintain
21 80 reserve alkalinity of the drain oil in the range of 20 ~
ppm
ppm
300 75
ppm
200 60
100 45
The more likely reason for the lower TBN reading of
0
1 2 3 4 5 6 7 8 9 10 11 12
30 CDO from the affected cylinders is dilution by fuel
Iron 157 183 112 310 370 210 180 142 74 69 93 65
contamination, and that the increase in Iron is a
Vanadium 97 90 96 91 101 79 77 81 56 53 79 59 consequence of disruption of the lubricant film by
fluctuations in the atomisation and spray pattern of
Iron and Vanadium Comparison the fuel injected.
st
Chart 12 – Ship A (31 May 03 samples)
Chart 14 shows the effect of minor fuel
contamination on TBN in Unit 1 and a greater
In Chart 13 a further, though weak, indicator is
amount of fuel contamination in Unit 9.
provided by Units 4 & 5 where the highest Iron
values correspond with lower Pmax.
ppm
20 70 Study of CDO analyses demonstrates that that high
0 30 Iron frequently coincides with low alkaline reserve in
1 2 3 4 5 6 7 8 9 10 11 12
the drain oil.
TBN 34.0 42.6 41.7 43.6 38.3 42.3 43.5 43.0 26.7 41.3 40.5 44.9
Vanadium 61 46 51 46 51 46 44 45 78 52 45 46
The logical conclusion is that acid condensation is
causing the low reserve. To arrive at this conclusion
Contamination by fuel of the drain oil from Units 1 and 9 is requires the assumption that the increase in Iron is
diluting the TBN.
th
a consequence of increased acid condensation,
Chart 14 – Ship C (5 June 03 samples) which poses the questions:
Abrasive Wear Why is more acid being formed in this cylinder than
in other cylinders?
Data from the engines subject of this study indicate
that even small variations in combustion conditions, If more acid is being formed then this can be due to
and not corrosive wear, is the most prevalent cause more fuel being injected, higher cylinder pressure or
of higher wear in the 2-stroke marine diesel engine lower liner wall temperature.
cylinder.
What other influences will cause the TBN to be
Other causes of unusual abrasive wear are: lower than other cylinders?
o disruption of the cylinder lubricant film by Water
Dilution of the CDO by fuel contamination, or
o presence of Cat-fines in the injected fuel. system oil leakage into the under-piston space,
would give rise to a lower TBN value. Chart 17
The occurrence of wear due to Water and Cat-fines shows that Fuel contamination is diluting the CDO
is observed to be less frequent, as a result of in several cylinders of which Units 5, 9 and 11 are
precautions being taken to reduce ingress of Water the most affected.
into the cylinder, and care being taken to remove
Cat-fines by centrifugal purification and filtration of 60 450
the fuel. Neglect of Water contamination (Chart 15),
mg/KOH/g
45 350
ppm
and inadequate care taken to ensure removal of 30 250
15 150
Cat-fines from the fuel appears to correlate with the 0 50
incidence of high wear attributable to these factors 1 2 3 4 5 6 7 8 9 10 11 12
30.1 35.1 30.9 37.9 22.7 35.2 38.4 36.7 22.7 30.0 24.5 37.8
(Chart 16). TBN
Vanadium 110 100 98 83 110 74 73 101 161 102 121 91
140 1.65
105 1.50 Fuel contamination diluting the TBN in Unit 9
ppm
70 1.35
%wt
th
35 1.20 Chart 17 – Ship C (18 October 03 samples)
0 1.05
-35 0.90
1 2 3 4 5 6 7 8 9 10 11 12
Chart 18 demonstrates System oil (as indicated by
Iron 40 54 30 36 83 37 41 56 102 122 112 39
Zinc) contaminating the cylinder drain oil from Unit 2
Water 1.15 1.05 0.95 0.95 1.2 1.1 1 0.95 1.1 1.25 1.05 1.15
and diluting both TBN and Calcium. (Note that
Calcium value of the fresh oil is 25,600 ppm)
Water is influencing Iron ppm particularly in Units 5 and 10.
th
Chart 15– Ship C (8 September 03 samples) 27000 50
26000 40
TBN & Zinc
Calcium
25000 30
600 40
450 35 24000 20
23000 10
ppm
300 30
ppm
150 25 22000 0
1 2 3 4 5 6 7 8 9 10 11 12
0 20
-150 15 Calcium 2545 2339 24482529 2490 2539 24752531 2553 2559 2556 2550
1 2 3 4 5 6 7 8 9 10 11 12
TBN 29.8 13.2 20.8 28.3 23.9 28 23.1 27.8 31.1 38.7 31.5 30.4
Iron 112 62 190 46 91 108 84 128 421 123 106 122
Zinc 7 37 10 15 6 5 4 4 14 7 10 5
Aluminium 22 20 25 18 19 17 18 20 27 17 18 19
ppm
ppm
(affecting all cylinders) 23,000
21,000
40
20
19,000 0
o poor atomisation by a faulty injector (affecting 1 2 3 4 5 6 7 8 9 10 11 12
individual cylinders) Calcium 2676 2602 2237 2315 2196 2327 24202830 2509 2495 24142733
TBN 30.1 35.2 31 37.9 22.7 35.3 38.4 36.7 22.7 30 24.6 37.8
o poor atomisation due to presence of
asphaltenes in the fuel (affecting all cylinders) High Calcium relative to TBN in Units 1, 2 & 8 to 12 indicates
burning of cylinder lubricant
o combustion characteristics of the fuel (affecting th
all cylinders). Chart 19 – Ship C (18 October 03 samples)
Any one, or combination, of the above can cause It should be noted that high Calcium ash also
disruption of the lubricant film as a result of fuel occurs in normal combustion conditions when
contaminating the lubricating oil, local thermal over- cylinder lubricant feed is excessive.
loading of the liner wall and late completion of
combustion of the fuel charge. Incomplete combustion, of what may be only a
small part of the fuel charge, is observed to affect
It is proposed that uneven burning of the fuel the lubrication characteristics of the cylinder
resulting from an irregular spray pattern from the lubricant film and cause an increase in the Iron ppm
injector is the most frequent reason for an increase in the CDO. The Iron content in the CDO analyses
in the Iron ppm in the drain oil. It is observed that from a well maintained and operated engine, with
the aberration in the spray pattern of the fuel can be lubricant feed as low as 1 g/kWh, may be in the
temporary and may correct itself. This can happen range of 30 ~ 40 ppm, as shown in Chart 20. A very
due to changes in the consistency of the fuel, as a minor change in combustion conditions in Unit 11 is
result of the presence of asphaltenes; these are seen to cause the Iron to increase by as little as 15
known to cause variations in viscosity and ppm or a larger deterioration in combustion cause
temporarily reduce the flow of fuel through the an increase in Iron of 300ppm as was seen in Chart
injector nozzle holes. In other cases one or more 12.
holes in the injector tip may become obstructed or
blocked requiring replacement of the injector. 60
50
200
175
Recognised factors that influence the spray pattern
ppm
40 150
ppm
include temperature, consistency (presence of 30
20
125
100
asphaltenes) and pressure of the fuel. 10 75
1 2 3 4 5 6 7 8 9 10 11 12
Iron 36 31 26 35 36 26 30 37 31 41 55 29
Incompletely burned fuel is scavenged by the Vanadium 101 97 100 104 134 89 83 105 80 100 127 95
cylinder lubricant and detected in the CDO by
presence of Vanadium and increase in Viscosity, as Minor changes in combustion conditions influencing wear
well as by other indicators. As fuel is injected at the th
Chart 20 – Ship C (13 November 03 samples)
rate of 165 g/kWh into the cylinder and cylinder
lubricant at 1.35 g/kWh, it means that a quantity of
It may be reasonable to assume that incomplete
unburned fuel as low of 0.1% of that injected and
combustion produces less acid, since dew point of
remaining in the cylinder will result in a dilution of
acid is a function of the amount of sulphur in the
12% of the cylinder lubricant. Dilution of the cylinder
fuel, the gas pressure and the temperature of the
lubricant film by fuel impingement from a faulty
surface on which it may condense [2]; consequently
injector can also be expected to reduce the
incomplete combustion is unlikely to influence dew
lubrication properties of the cylinder lubricant and
point such that acid condensation and corrosive
cause an increase in abrasive wear.
wear would increase.
An irregular injector spray pattern may also cause
In conditions of an irregular injector spray pattern
late ignition, uneven burning and late completion,
evidence is seen of fuel contaminating the drain oil.
burning away the oil film from the liner surface [2]. A
It is therefore proposed by the authors that the fuel,
fuel with poor ignition or poor combustion
which is diluting the cylinder oil, in a unit affected by
characteristics will also cause late burning. The
incomplete combustion, is likewise diluting the
burning of cylinder lubricant is detected in the CDO
alkaline reserve. This dilution results in a lower TBN
by the presence of high Calcium ash.
reading than the TBN observed in the CDO of
180 90
120 60
Iron
60 30
0 0
1 2 3 4 5 6 7 8 9 10 11 12
Iron 41 34 37 144 53 36 38 28 30 35 40 26
Vanadium 53 63 67 81 68 54 46 52 45 38 49 46
TBN 41.0 31.0 30.2 22.7 28.9 36.2 38.2 38.9 43.5 45.7 40.6 43.4
% wt
300 0.3
150 0.2
Abrasive wear due to Blow-by 0 0.1
1 2 3 4 5 6 7 8 9 10 11 12
Incomplete and late combustion can lead to: Iron 126 54 118 430 300 122 72 104 61 66 63 35
Sooty Insol. 0.2 0.2 0.3 0.4 0.4 0.2 0.2 0.3 0.2 0.2 0.2 0.2
o a residue of calcium ash and carbon from the
burning of the cylinder lubricant, and Minor blow-by on Units 4 and 5
Chart 22 – Ship A (6th March 03 samples)
ppm
300 300
ppm
inadequate to scavenge the Carbon and the 200 200
100 100
Calcium ash. Both over-lubrication and under- 0 0
1 2 3 4 5 6 7 8 9 10 11 12
lubrication can therefore result in a build up of
Iron 99 65 183 450 320 152 127 176 117 71 54 50
deposits in the ring grooves and on the piston top 4 9 50 167 62 52 6 50 45 12 4 3
Copper
land.
Unit 4 has high Iron and Copper during running-in.
When debris from the fuel and burned lubricant is
th
not successfully scavenged by the cylinder Chart 23 – Ship A (7 February 03 samples)
lubricant, it will accumulate in the piston ring groove
and restrict the free movement of the piston ring,
leading to ring seizure and blow-by (Pic 1 & 2).
Even partial ring seizure will allow blow-by of the
combustion gases to disrupt the cylinder lubricant
film and cause abrasive wear of a narrow band of
the liner circumference. An associated increase in
temperature of ring and liner will produce distortion
of the ring and incremental development of blow-by.
ppm
ppm
500 30
the fuel as delivered, above which the fuel is out of
250 15
specification and unacceptable for use. The limit of 0 0
1 2 3 4 5 6 7 8 9 10 11 12
80 ppm presupposes that the fuel will be subjected
Iron 114 470 490 710 350 138 230 95 69 17 52 66
to settling, centrifugal separation and filtration to
Aluminium 30 38 37 58 36 17 25 18 26 8 17 15
reduce the Cat-fines content of the fuel to a level
which should not cause wear. For the purpose of
Cat-fines are influencing Iron ppm in Units 1 to 7.
this study the authors consider only the Aluminium th
component of the Catalytic fines and not the Silicon. Chart 25 – Ship A (18 February 03)
(Cat-fines are composed of Aluminium and Silicon. Influence of Water on abrasive wear
However Silicon is also a component of the cylinder
lubricant additive package. Silicon is therefore Water enters the engine with the scavenge air and
always present in the cylinder drain oil even when the amount of Water taken into the combustion
there are no Cat-fines in the fuel. When Cat-fine chamber is a function of:
content of the fuel is low it is therefore difficult to
establish any clear relationship between Silicon o Ambient humidity and temperature.
content of the fuel and Iron content in the CDO.)
o Efficiency of operation of Air coolers and Water
When there are Cat-fines present in the fuel, separators
Aluminium is found in the cylinder drain oil as a o Engine load and consequent air requirement
result of fuel ash and fuel contamination being
scavenged by the cylinder lubricant. It is observed Water leakage from Air-coolers, and inefficient
that the amount of Aluminium in the CDO from each operation of the Water separator and Water drain
cylinder normally relates to the Aluminium content arrangements, can allow a greater amount of Water
of the fuel as injected. In such circumstances the to be entrained with the scavenge air and be
Cat-fines do not appear to be influencing wear. transported into the combustion chamber.
ppm
% wt
abrasive wear. 200 0.8
0 0.6
1 2 3 4 5 6 7 8 9 10 11 12
A crack in the liner, or, in some engine designs, a
Iron 290 74 123 350 101 154 330 300 77 71 71 49
leaking liner O-ring can also be a source of Water
Water 1.00 0.85 0.80 0.80 0.75 0.85 1.05 1.00 0.90 1.00 1.05 0.80
in the cylinder.
Water Influencing Iron in Units 1, 7 and 8
In the study of other engines outside the scope of
th
this paper it has been observed that high Iron ppm Chart 26 – Ship A (16 March 03 samples)
coincides with both high Water and high Viscosity. It
is understood that when emulsification of cylinder Chart 26 shows high Water influencing Iron in Units
lubricant film takes place there is deterioration in 1, 7 and 8. Similar high Water of 1.00 – 1.05% is
the lubrication characteristics. In one documented not affecting Units 10 and 11. (The high Iron in Unit
case severe abrasive wear was indicated by Iron 4 is unrelated to Water, which is running-in
content of the CDO exceeding 5,000 ppm in following overhaul – see Chart 23.)
conjunction with Water of 1.45% and Viscosity 36
cst. In most cases it is likely that the abrasion resulting
from emulsification and disruption of the lubricant
Although Water content of the CDO exceeded 1% film by the small amount of Water found in the
on many occasions for the three engines subject of cylinder drain oil, is occurring in a strictly localized
this paper, there were few instances of Water area, such as is the case for micro-seizure of piston
causing emulsification. There were no instances rings. However a cracked liner or badly leaking liner
when high Water disrupted the lubricant film and O-ring can result in catastrophic wear attributable to
caused severe abrasive wear. total breakdown of the lubricant film. In such cases
Viscosity and Iron readings of the drain oil are very
high.
56
40 Chart 29 breaks down the incidences of combustion
20
5 31 related wear according to severity, thus “normal
0
wear” up to 150 ppm, “high wear” from 150 ppm to
0
Combustion
400 ppm and in excess of 400 ppm as “unusual
Blow-By
Skirt
Cat-fine
wear”.
Water
Corrosion
Blow-By,
5, Incidence of wear due to piston skirt abrasion:
Skirt,
68, 2%
24% Abrasion between piston skirt and liner wall is
Percentage of Incidences. observed frequently in most of the engines that
were studied.The drain analyses are able to identify
Chart 28 – Incidence of types of wear as percentage of
the 283 samples which showed increased wear
abrasion between piston skirt and liner. But the they
are not able to differentiate skirt abrasion from
simultaneous wear that is reported [2] [6] to occur
80 74
between the piston crown and liner wall.
70
60
Incidence of wear due to blow-by:
50