MAN B&W Diesel A/S

SL98-358/OZS
September 1998

Service Letter
S50MC, Cylinder Liner Cracks
Mk 3 Engines
Action Code: Casualty
Dear Sirs,
In some S50MC Mk 3 engines, we
have recently seen small circumferential cracks in the groove at the top end
of the liner, see Fig. A. The crack is
seen in the 2.5 mm rounding at the
bottom of the groove.
If the crack depth is less than 2.5 mm, it
can be removed by local grinding with a
R 6 mm undercut to a maximum depth
of 2.5 mm. If the crack is deeper, the
liner must be replaced.

Fig. B

To increase the safety margins against

these cracks, we have for new liners
increased the rounding to 6 mm, see
Fig. C. At the same time, the material
for the liner has been changed from
Tarkalloy to Tarkalloy-C. which has
greater strength than Tarkalloy.

Fig. A

We recommend that spare liners which

have not been in operation are modified
in accordance with Fig. B.
HEAD OFFICE (& Postal address)
Teglholmsgade 41
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 16592 manbw dk
Telefax: +45 33 85 10 30
E-mail: manbw@manbw.dk
http://www.manbw.dk

DIESEL SERVICE
Teglholmsgade 41
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 31197 manbw dk
Telefax: +45 33 85 10 49
E-mail: diesel-service@manbw.dk

Fig. C

PRODUCTION
Teglholmsgade 35
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 19023 manfw dk
Telex: 19042 manfw dk
Telefax: +45 33 85 10 17
E-mail: manufacturing/copenhagen@manbw.dk

FORWARDING
Teglholmsgade 35
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 19023 manfw dk
Telex: 19042 manfw dk
Telefax: +45 33 85 10 16

MAN B&W Diesel A/S

Denmark
Reg.No.: 24 231

In a few Mk 3 liners we have seen vertical cracking, see Fig. D. This crack
would appear as a result of overheating, and is initiated at the top of the
liner. In this connection, we draw your
attention to our Service Letter SL89248/UM of April 1989, which deals with
factors that can lead to thermal overloading of the combustion space, including poor piston ring condition.

Engine operation with

one cylinder out of action
As there are no separate valves for
freshwater inlet and outlet for the cylinder liner, we recommend that you arrange for a set of blanking plates as
shown in Fig. E, in the event that one
cylinder is to be cut out of action due to
a liner crack.

Fig. D

To reduce the risk of vertical cracks we

therefore recommend that you change
to our Mk 6 standard when reconditioning the piston ring grooves, i.e. two
high grooves and two low grooves. It
will then be possible to introduce the
ring pack which shows good performance on the latest, high-loaded engines:
Ring 1.
Ring 2.
Ring 3.
Ring 4.

High CPR of material RVK-C

High of material RM5
Low of material RM5
Low of material RM5

This ring pack will, owing to the CPR

ring, give a more even temperature
distribution over the liner surface.

Fig. E

S50MC Mk 5 Engines
S50MC Mk 5 engines have a different
cylinder liner, see Fig. F, but there have
been a few cases of cracks initiating at
the inside of the edge.

Fig. F

As a countermeasure, we recommend,
as also mentioned in our Service Letter
SL89-248/UM, that a chamfering be introduced. The chamfering is shown in
Fig. G. The chamfering height depends
on the actual layout of the engine and,
thus, on the thickness of the shims under the piston rod. The max. chamfering height is 15 mm. If the shim is
thicker than 12 mm, the chamfering
height is to be reduced accordingly.

Fig. G

Please contact MAN B&W Diesel A/S

or one of our Service Centres for further information or assistance.

Yours faithfully,
MAN B&W Diesel A/S

Uffe Mikkelsen

Ole Srensen

MAN B&W Diesel A/S

SL98-356/HH
July 1998

Service Letter

K/L/S-MC Engines
Nimonic Exhaust Valve Spindles
Dear Sirs,
Nimonic exhaust valve spindles on MC engines have provided excellent service
conditions. Especially the seat area and disc underside have fulfilled the expectations for reliable and long-lasting performance.
Dent Marks
The formation of dent marks on the valve seats is an inevitable consequence of
service on heavy fuel oil. This is also seen on the Nimonic spindle seat.
These marks may appear harmful but, in general, have no influence on the performance of the valve seats, because of the optimised seat hardness of spindle and
bottom piece and the chamber type seat design.
Grinding
Experience from earlier engines with other types of seats has shown that dent
marks may lead to blow-by on the valve seat, and for this reason it has been
appropriate to grind the seat regularly. This traditional grinding has been continued
on the Nimonic spindles, leading to a number of unnecessary dismantlings and
grindings.

HEAD OFFICE (& Postal address)

Teglholmsgade 41
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 16592 manbw dk
Telefax: +45 33 85 10 30
E-mail: manbw@manbw.dk
http://www.manbw.dk

DIESEL SERVICE
Teglholmsgade 41
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 31197 manbw dk
Telefax: +45 33 85 10 49
E-mail: diesel-service@manbw.dk

PRODUCTION
Teglholmsgade 35
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 19023 manfw dk
Telex: 19042 manfw dk
Telefax: +45 33 85 10 17
E-mail: manufacturing/copenhagen@manbw.dk

FORWARDING
Teglholmsgade 35
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 19023 manfw dk
Telex: 19042 manfw dk
Telefax: +45 33 85 10 16

MAN B&W Diesel A/S

Denmark
Reg.No.: 24 231

Additional Instructions for Evaluation of Seat Condition

In order to assist the crew in their evaluation of the spindle condition during overhaul of the Nimonic-type valves, we have prepared the enclosed instructions as a
useful tool that will help the shipowner achieve continued reliable service and
optimise the costs involved in overhauling the exhaust valves.
The instructions should be forwarded to all vessels and stationary power plants
equipped with MC engines with Nimonic exhaust valve spindles.

Yours faithfully,
MAN B&W Diesel A/S

Carl-Erik Egeberg

Enclosure:
Inspection of Nimonic Exhaust Valve Spindles

Uffe Mikkelsen

MAN B&W Diesel A/S

Inspection of Nimonic Exhaust Valve Spindles

Introduction
These instructions are a supplement to Procedure 908-2, in our Vol. II, Maintenance instruction book, and should be used in combination with that Procedure
during inspection and overhaul of all Nimonic spindles on MAN B&W engines.
All general data, including specified wear limits for the spindle used on your engine type,
are given in Procedure 908-2, DATA. Note down the actual engine data in the DATA-box
in the relevant chapters of these instructions.
The procedure is divided into the following seven sections:
1.
2.
3.
4.
5.
6.
7.

Spindle identification................................................Page 1
Inspection intervals ........................................................... 2
Inspecting the contact condition of the seat..................... .2
Checking the seat for gas leakage ................................... 4
Cleaning and evaluation ................................................... 6
Inspecting the valve stem wear layer................................ 9
Grinding the spindle seat ................................................ 10

Sections 3 to 7 are each divided into four steps:

What to do
Acceptance criteria
Remarks
Further action

1. Spindle identification
Markings

The tops of Nimonic spindles are marked:

Nim, Nim80A, N80A, N80, or NCF80A.
If in doubt, please contact MAN B&W Diesel A/S, Copenhagen.

Page 1 (11)

MAN B&W Diesel A/S

2. Inspection intervals
Inspection
intervals

Inspections:
Initial

Normal hours After 6,000

of service:
hours
Recommended:

Second
After 16,000
hours *)

After 6,000
hours

Based on
condition at
initial inspec(50-60MC
3-6,000 hours) tion

Subsequent
Every 16,000
hours *)
Based on
condition at
initial and
second inspections **)

*)

The normal hours of service between overhauls for Nimonic

exhaust valve spindles is 16,000 hours (see instruction
book Volume II, Chapter 900).

**)

If the spindle condition is very good, the condition of other

exhaust valve parts may prove to be the decisive factor in
determining the future overhaul/inspection intervals.

3. Inspecting the contact condition of the seat

What to do

Note: Do not clean the spindle disc before inspection.

!

Visually check that there is inner contact.

Fig. 1 shows inner contact between the seats of the spindle and
bottom piece, corresponding to slow/low-load/manoeuvring condition.

Fig. 1: Inner contact, and zone designation

Page 2 (11)

MAN B&W Diesel A/S

Acceptance criteria

There must be contact around the entire inner circumference of

the seat.

Remarks

When the valve heats up in service, the angular difference

between the spindle and bottom piece seatings will decrease. At
steady, full load, the seatings will be parallel, as shown in Fig. 2.
Thus, inner contact must be maintained in order to be sure of
parallel contact during running.

Fig. 2: Contact condition during running

If there is no inner contact, outer contact (Fig. 3) will occur during
running, and this will increase the risk of blow-by.

Fig. 3: Outer contact, increased risk of blow-by

Page 3 (11)

MAN B&W Diesel A/S

Further action

Fill in Encl. 1, Exhaust Valve Condition Report.

If the seat contact is incorrect, grind the spindle seating,
as described in Step 7.
However, before grinding, proceed to Steps 4, 5 and 6.

4. Checking the seat for gas leakage

What to do

Note: Do not clean the spindle disc before inspection

! Visually check the inner part of the seating for blow-by
(Fig. 4 and Photo 1).

Fig. 4: Blow-by

Photo 1: Blow-by
Page 4 (11)

MAN B&W Diesel A/S

Acceptance criteria

There must be no blow-by tracks across the inner part of the

seat (Figs. 1 + 4, and Photo 1).

Remarks

Blow-by indications may be associated with large/deep dent

marks, and will often form a gas-jet-fan in the deposits on the
disc cone (Photo 1).
The surface of a serious blow-by track/groove will usually show
signs of hot corrosion, i.e. it will have an elephant skin texture.
Minor leakages. Small, faint, fan-shaped leakage indications on
the spindle cone, just inside the seat area ( Photo 2), are
harmless.

Photo 2: Minor leakages, and fans

Further action

Fill in Encl. 1, Exhaust Valve Condition Report.

If blow-by has been found, then grind the seat, as described in
Step 7.
However, before grinding, proceed to Steps 5 and 6.

Page 5 (11)

MAN B&W Diesel A/S

5. Cleaning and evaluation

What to do

! Clean the seat with coarse emery cloth. Observe and note
down the size and number of dent marks. Also note any
possible crack indications.
! Check the outer part of the seat for high temperature
corrosion (Fig. 1 and Photo 3).

Inner part

Outer part

Photo 3: Example of high-temperature corrosion at outer part

after 33,000 hours
! Clean the contact faces on which the measuring template is to
be applied, and measure:

&
See Vol. II
Procedure 908-2

1) the burn-off on the disc underside,

2) the total amount the seat has been ground.

Page 6 (11)

MAN B&W Diesel A/S

Acceptance
criteria

Dent marks, of varying number and size (up to 8-10 mm), will be
seen on the seating after a few thousand service hours. The first
marks may appear as early as after testbed running. In general,
dent marks are acceptable and should not necessitate grinding
of the seat. If, however, the marks have caused blow-by, then
the seat must be ground/reconditioned.
Cracks. Any indications of cracks in the seat area should be
checked carefully. If cracking is confirmed, contact MAN B&W
Diesel A/S.
High-temperature corrosion on the outer part of the seat may
result in a measurable difference in level between the inner and
outer seat zones. In that case the spindle must be ground.
However, this will not normally happen before 20 30,000 hours
after the previous grinding.

Fill in data from

Procedure 908-2
F1 :
G1 :

Remarks

Wear allowances:
Burn-off on disc underside, (F1).
Total grinding of seat, (G1).

Burn-off rate (disc underside). The number of service hours

before shore-side reconditioning usually depends upon the burnoff rate of the disc underside (Table 1).
During welding-up of the disc, the seat area will also be
reconditioned up to its original dimensions.
For this reason we recommend that the interval between seat
grindings is adjusted in order to make full use of the 2 mm
seat-grinding allowance, before the spindle is sent ashore
for reconditioning of the disc underside. (Table 1)

Page 7 (11)

MAN B&W Diesel A/S

Engine Type: *) Max. permissible burn-off (mm)

26MC

35MC

42MC

46MC-C

50MC/MC-C

60MC/MC-C

70MC/MC-C

10

80MC/MC-C

11

90MC/MC-C

12

*) Also valid for stationary engines (power plants)

Table 1: Permissible burn-off rate before reconditioning of spindle disc underside

Further action

Fill in Encl. 1, Exhaust Valve Condition Report.

If the burn-off or grinding limits have been reached, contact
MAN B&W Diesel A/S for advice on reconditioning.
If the seat and the disc underside are acceptable with
respect to Steps 3, 4, and 5, then the spindle can be
reinstalled without grinding after step 6 has been carried
out.
Otherwise, proceed to Steps 6 and 7.

Page 8 (11)

MAN B&W Diesel A/S

6. Inspecting the valve stem wear layer

What to do

! Clean the valve spindle stem.

! Measure the diameter of the spindle stem in the area shown
in Volume II, Procedure 908-2.
! Check the surface condition of the chrome-plated/HVOFcoated area.

Acceptance
criteria
Fill in data from
DATA 908-2
D-_______:
min. diameter of
spindle stem:

Min. diameter: Must not be less than that stated in Vol. II,
Procedure 908-2, DATA.
Cracking (network cracking) of chrome/HVOF: Slight
cracking of the lowermost part of the chrome plating/HVOFcoating (Photo 4) has no significance, and is therefore
acceptable.
Peeling-off: The chrome plating/HVOF-coating must not show
peeling-off.

Photo 4: Slight cracking (network cracking) of wear layer

Page 9 (11)

MAN B&W Diesel A/S

Further action

Fill in Encl. 1: Exhaust Valve Condition Report.

If the spindle stem is acceptable, proceed to Step 7.
Otherwise, contact MAN B&W Diesel A/S for advice on
reconditioning.

7. Grinding the spindle seat

What to do

! Mount the spindle in the grinding machine and, using the

dial-gauge positioned just inside the area of inner contact,
(see Fig. 5), true-up to within a maximum of 0.05 mm.
This is done in order to minimize the amount of material
removed during grinding.

Fig. 5: Truing-up the spindle

Fill in data from
DATA 908-2
D-______:
Offset angle:

! Grind the seat according to the special instructions from

the grinding machine supplier.

See also MAN B&W Service Letter SL95-332/UM,

Grinding of Nimonic Exhaust Valve Spindles.

Page 10 (11)

MAN B&W Diesel A/S

Keep the grinding to a minimum !

After full contact between grindstone and seat is reached at
the beginning of the grinding process:
Normally

Limit the grinding to 0.2 mm.

Rare cases Remove 0.3 mm or more.

Blow-by

Continue the grinding until the blow-by marks are

removed.

Dent marks It is not necessary to continue grinding until all

dent marks have been removed.
Photo 5 shows an overhauled Nimonic valve spindle which is
ready for further service.

Photo 5: Acceptable seat condition after grinding

Acceptance criteria

The ground surface. The grindstone must have removed

material from the whole width and the whole circumference of
the seat. There must be no signs of blow-by.
Max. grinding depth: must not exceed the limit (G1) stated in
Vol. II, Procedure 908-2, DATA.

Fill in data from

Procedure 908-2
G1 :

If the seat surface is still not acceptable when the max.

grinding depth has been reached, contact MAN B&W Diesel
A/S for advice on reconditioning.

Page 11 (11)

MAN B&W Diesel A/S

SL98-355/SBJ
July 1998

Service Letter

7KLFN6KHOO0DLQ%HDULQJV
60&/0&.0&
$FWLRQ&RGH0RGLILFDWLRQ
Dear Sirs,
The MC/MC-C series of two-stroke crosshead engines have two different main
bearing designs:
The WKLFNVKHOOdesign (Fig. 1A) the original design for the MC-engines
The WKLQVKHOO design (Fig. 1B) introduced initially on the small bore MC and,
later on, on the K80-90MC-C and on the S-MC-C engines
([SHULHQFH
Apart from a few (mainly) productionrelated cases of bearing damage, the
thin shell design has not given rise to
comments regarding reliability.
With the WKLFN VKHOO design, we have
seen a gradual increase in bearing
damage.
Even though several causes can be
listed, the occurrence of the major part
of damage (lower shell camshaft side
aft end) led to the conclusion that the
thick shell design should be reviewed
with the aim of increasing the safety
margin in the bearings.
)LJ%DVLFEHDULQJGHVLJQ
HEAD OFFICE (& Postal address)
Teglholmsgade 41
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 16592 manbw dk
Telefax: +45 33 85 10 30
E-mail: manbw@manbw.dk
http://www.manbw.dk

DIESEL SERVICE
Teglholmsgade 41
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 31197 manbw dk
Telefax: +45 33 85 10 49
E-mail: diesel-service@manbw.dk

PRODUCTION
Teglholmsgade 35
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 19023 manfw dk
Telex: 19042 manfw dk
Telefax: +45 33 85 10 17
E-mail: manufacturing/copenhagen@manbw.dk

FORWARDING
Teglholmsgade 35
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 19023 manfw dk
Telex: 19042 manfw dk
Telefax: +45 33 85 10 16

MAN B&W Diesel A/S

Denmark
Reg.No.: 24 231

7KLFN6KHOO'HVLJQ8SGDWHV
The design revision has led to the introduction of two recent design updates,
which have both become standard on
new engines and when spares are
ordered:

We have reduced the WRSFOHDU

DQFH (Fig. 3b) in similar proportions,
in order to retain the optimum socalled lemon-shape of the bearing.
7RWDO6LGH&OHDUDQFHZLWK1HZ%HDULQJV
Engine Type Mark V + VI

Mark III

1. Introduction of vertical guide pins

between upper and lower shells
(Fig. 2).

50MC

55

50

60MC

65

60

70MC

75

65

The guide pins eliminate the risk of

misalignment (and thus scraper
edges) between the upper and
lower shells.

80MC

85

75

90MC

95

85

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Engine Type Mark V + VI
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2. Introduction of optimised (reduced)

side and top-clearances (Fig. 3).
The optimised clearances increase the
oil film thickness in the high
pressure areas of the bearing. On
the basis of elasto-hydrodynamiclubrication analysis, this optimisation
leads to a 30-40% increase of the
minimum oil film thickness.
We have reduced the VLGH
FOHDUDQFHV (Fig. 3a) as a consequence of our knowledge obtained
during design optimisation and tests
on the new S-MC-C engine series.
This revealed that smaller sideclearances are optimal.

SL98-355/SBJ

Mark III

50MC

35

30

60MC

40

35

70MC

45

40

80MC

50

45

90MC

55

50

)LJE2SWLPLVHGWRSFOHDUDQFHVPP

/XEULFDWLQJ2LO7HPSHUDWXUH
The reduction in clearance slightly
reduces the cooling capacity of the oil
film. The present revision, however, is
the best compromise between oil film
thickness and cooling capacity.
To ensure the optimum oil film thickness, we recommend that the oil inlet
temperature is kept relatively low. The
low inlet oil temperature will also ensure the best possible cooling.

0DLQ%HDULQJ&DS
In a number of cases we have seen
that a modified main bearing cap (Fig.
4), with a slightly enlarged bore and a
slightly reduced width, has prevented
the re-occurrence of damage for
engines in service. Therefore, we recommend that the main bearing cap be
modified in repeated cases. For new
engines this geometry will be
standard. A new installation procedure
for the bearing cap assembly is shown
in the Appendix on page 4.

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(QJLQH,QVWDOODWLRQ$VSHFWV
Our comprehensive investigations have shown that some engines suffer from
various alignment-related (bedplate as well as shafting) bearing damage, especially
the main bearings at the aft end of the engine.
For new engines, we are currently updating our guidelines and recommendations on
these matters. For vessels in service, alignment-related damage should be treated
on a case-to-case basis.
2YHUKDXO 6SDUHV
In the future we will deliver spare bearings of the revised design, which is fully
compatible with previous designs.
,03257$17
The major part of the main bearing population in
service will not suffer from damage, and therefore
we strongly recommend that only damaged bearings be replaced with the revised type.
:HOOSHUIRUPLQJEHDULQJVVKRXOGQRWEHXQGXO\
RYHUKDXOHGUHSODFHG
Yours faithfully,
MAN B&W Diesel A/S

Uffe Mikkelsen
Encl.: Appendix

SL98-355/SBJ

Stig B. Jakobsen