RN Engines

Service Bulletin

RN6.1

Technical Information to all Owners / Operators

of Sulzer RN and RN..M Engines

25.02.2000
(Supersedes Bulletin
RN-6 of 01.07.87)

Recommendations Concerning
Piston Running Performance

Page

1. Introduction

2. Piston Rings

3. Instruction for Fitting

Piston Ring

4. Piston Skirts

5. Cylinder Liner
Maintenance

6. Running-in of new
Cylinder Liners and
Piston Rings

7. Cylinder and Piston

Cooling
28.62.71.40 Printed in Switzerland

Contents:

11

8. Spare Parts

12

9. Service Bulletin Published for

12
RND and RND..M Type Engines

Wrtsil NSD Switzerland Ltd

Wrtsil NSD Schweiz AG
Wrtsil NSD Suisse SA

PO Box 414
CH-8401 Winterthur
Switzerland

Tel. +41 52 262 49 22

Fax +41 52 212 49 17
Tlx 896 659 NSDL CH

RN Engines

1.

INTRODUCTION

This Service Bulletin informs you about piston rings and the runningin procedure for newly fitted
piston rings at 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 Wrtsil NSD Switzerland Ltd.
This Service Bulletin should be kept in a separate file on board or the control room of a power plant
and 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.
2.

PISTON RINGS

2.1.

General

The primary function of the piston rings is to sealoff the combustion chamber from the scavenge
space and piston underside. With all piston rings sealing well, local overheating and lubricating oil
film destruction is prevented which is essential for a good piston running performance.
This goal can only be achieved with an adequate cylinder lubrication and a correctly executed
runningin process as well as good quality rings of correct shape.
Experience has shown that it does not pay to make doubtful economies at the expense of quality.
Sealing can be optimal only if the ring makes lighttight contact with the liner and the flank of its
groove. Two basic effects must be distinguished:

Primary sealing effect achieved by the inherent tension of the ring, which makes it lie up
against the cylinder wall around the whole of its circumference

Secondary sealing effect caused by the gas pressure itself, which presses the ring additionally
against the wall and the flank of the groove

2.2.

From K1 to KN Rings

Originally, the pistons of RN type engines have been fitted with five socalled K1 piston rings of
uniform quality, as standard. The first letter K" which stands for "correction" combined with a
second letter or digit stands for the extend of correction". If such a ring is placed within the
cylinder liner, the ring ends will not touch the cylinder wall in the cold state but will leave a gap
over a certain length. When the ring is heated under normal operation, the ends expand outwards
and touch the cylinder wall.
Later, K1 piston rings with finer running surface and roundedoff edges have been introduced.
1mm
h1

45

K1

Originally the same type of piston ring

was used for all the ring grooves.

Fig. 1 Original Piston Ring Equipment

1 / 12

Service Bulletin RN-6.1

RN Engines
As a new standard and in order to improve the piston running performance KN piston rings
have been introduced and replace the K1 rings.
The shape of this ring type is slightly different to the K1 type (see Fig. 2). It shows a smaller
correction but over an extended length. Thus, blowby of hot gases close to the piston ring gap will
be reduced, or avoided at an early stage of runningin, due to faster sealing of the rings.
Better runningin behaviour will be obtained as well by a finer running surface and the
roundedoff edges of the KN rings.
Initial
K1 Ring

ey

ex

ey

ex

fy

ey
fy

Today
KN Ring
fx

< ex
>> f x

Fig. 2 Piston Rings

2.3.

KNP Top Ring (Pre-profiled Piston Ring)

In order to facilitate the runningin process, socalled preprofiled "KNP" top piston rings were
then introduced. The letter P" stands for pre-profiled running face.
This pre-profiled TOP piston ring is to be fitted only in the top ring groove. The new ring shape is
subjected to lower local pressure at the upper part of its running surface as long as the ring has not yet
adapted itself to its final shape. It will thus lead to quicker and safer sealing, especially in a worn liner
where running-in of new piston rings is considered to be somewhat more difficult.
We recommend therefore to fit pre-profiled rings in the top ring grooves.
Lower Piston Rings

"TOP" Piston Ring

R1

R2
h1

h1

KNP

KN

R2

R1

Fig. 3 Today's Standard Piston Ring Equipment

Copperplated piston rings (KNCU) may occasionally be fitted in the upper two grooves to
improve the runningin process, especially in cases where a damaged liner running surface needs
dressing up by grinding.

2 / 12

Service Bulletin RN-6.1

RN Engines
2.4.

Piston Ring Equipment on RN and RN..M Type Engines

In the tables below the officially approved materials and ring types can be found.
2.4.1. Material
Material
DAROS RS

GG Spec.

RS

KNP, KN

GGV

RVK

GTP (gastight) 2)

GGV

DARCAST

GTP (gastight) 2)

RIKEN 47

GG Spec.

R7L (R7)

KNP, KN

RIKEN 29V
NIPPON

Ring Type 1)

DAROS DARCAST
RIKEN

Stamping 1)

DAROS RVK

DAROS

Specification

GGV

R9V

GTP 2)

UBALLOY S

GG Spec.

NPRUSKIN

KNP, KN

1)

On some piston rings this stamping can still be found on the top of the ring near the TOP"
mark. However, the marking of piston rings supplied by Wrtsil NSD Switzerland Ltd or our
Network Companies is explained in section 2.5.
2) This material is used for gastight rings (GTP) only
DAROS DARCAST and DAROS RVK are not identical.
2.4.2. Summary and Application of Piston Ring Types
Initial Piston Ring Equipment

Ring Type

All Piston Rings

K1

Todays Standard Piston Ring Equipment

Engine Types
RN(M) 68

Top Ring
Lower Rings
2.5.

RN(M) 76

RN(M) 90

RN 105

KNP16

KNP18

KNP18

KN22

KN16

KN18

KN18

KN22

Marking of Piston Rings

Today's standard of marking and their position on new piston rings supplied by Wrtsil NSD or
their Network Companies is explained in Fig. 4. Before the replacement of piston rings it is
advisable to confirm the marking of the new piston rings in order to prevent any mixup.
Area for stamping
on upper ring face

Fig. 4
3 / 12

Service Bulletin RN-6.1

RN Engines
2.5.1. Explanation of Marking
Following information is given beside others by the marking on the upper ring surface:
For example a KN piston ring:
WNS GG I
976

1530:1

TOP
Top Side
Fabrication Data

Year
Material
Ring Type

Identification No.

KNP

572

KN

Ring Identification No.

976

3.

INSTRUCTION FOR FITTING PISTON RINGS

3.1.

Tool (Fig. 5)

For removing and fitting piston rings, the

appropriate tensioning device must be used. With
this tool the piston ring gap must not be opened
more than is absolutely necessary to pass the ring
over the piston crown.

Expander
Jaws

This piston ring expander (Fig. 5) is designed in

such a way that the risk of overexpansion and
distortion of newly fitted piston rings is significantly
reduced. If gastight piston rings are to be fitted the
correct height of expander jaws should be used.
The piston rings must be fitted with the marking
TOP upwards and should be checked for free
movement in the grooves. The ring openings should
be aligned 180 degree offset, i.e. forward - aft.
3.2.

Fig. 5

Requirements to Piston Ring Grooves and Piston Rings

The ring grooves, including inside radius have to be carefully cleaned. Special attention should be
paid if broken piston rings are found, which most probably have damaged the piston groove
landings. The damaged landing (chromium plated) and sometimes outside diameter of the piston
crown have to be dressed up by grinding and finally smoothed by a flat oil stone.
The vertical clearance between fitted piston rings and upper groove face should be measured with
the feeler gauge (Tool 94238) prior to reinstall the piston. At the measuring point the piston ring
should be pressed right into the groove.
Note:

Worn or damaged ring grooves lead to piston ring breakages.

If the piston is pulled for an overhaul all gaps of the piston ring should be checked. Collapsed /
weak piston rings must be replaced, even if they are not worn excessively.
Top piston rings should always be replaced. In case of doubt, please compare the open gap with a
new ring of a recommended quality.
4 / 12

Service Bulletin RN-6.1

RN Engines
If used piston rings are to be reinstalled, only the sharp edges should be rounded to 0.5 mm radius
(see Fig. 6). The piston ring ends, which have become sharp as a result of wear, are not to be
chamfered any more according to the previous design but have to be roundedoff according to the
new design provided they are still within the permissible wear range. Such rings should generally
be mounted in the same groove / position as before.
Used piston rings in the lower grooves should only be refitted when they are only slightly worn.
The gap size should be no more than 10mm measured in the clean , non run area of the cylinder
liner.
We do not recommend to chamfer the ring ends because this would favour the blowby of
combustion gases. Instead, attention should be given to chamfering the exhaust and scavenge
ports according to instructions given in the Maintenance Manual [see section 214 of the Service
Instructions for RND type engines, or of the Maintenance Manual for RND..M type engines].
No chamfering!

Marking: "TOP"

Fig. 6
Note:

It is a common practice to replace all piston rings at once during a piston overhaul.

The spare piston rings should be stored properly. The rings have to be placed in horizontal
position properly aligned in a stack.
4.

PISTON SKIRTS

4.1.

RND Type Engines

Based on experience gained, reconditioning of the respective piston skirts is not necessary.
However, any scuffed, hard spots, as caused by local seizing, should be removed by grinding.
Should piston skirts have worn below the admissible limits, they must be replaced.
Running marks from the last running period on the piston crown (exhaust side) are not permitted
and indicate as well that a piston skirt has reached these limits. When fitting a new liner either a
new piston skirt or a used skirt in good condition and with new wear rings must be installed.
4.2.

RND..M Type Engines

Practice has proven that, in most cases, worn piston skirts can be restored by crosswise machining
of oil retaining grooves as shown in Fig. 7, provided that their wear has not exceeded the
admissible limits according to the Maintenance Manual, clearance table 0127. However, the
nominal outer diameter of the piston skirt and the wear rings mentioned in the clearance table
0127 have been modified. The protrusion of the piston skirt with its wear rings against the piston
crown can be found in the table below the Fig. 8.
Any scuffed, hard spots, as caused by local seizing, should be removed by grinding.

5 / 12

Service Bulletin RN-6.1

RN Engines
Piston skirts beyond the wear limits, also indicated by wear marks on the piston crown must not be
refitted.

View from Exhaust Side

Fig. 7 Oil Retaining Grooves on Piston Skirt

When fitting a new liner either a new piston skirt or a used skirt in good condition and with
protruding wear rings must be installed.
The wear rings for piston skirts of the initial design, i.e. where only the upper part of the skirt is
machined conically, are still to be machined concentric to the piston axis and the outside
diameter.
The piston skirts of the present design are machined conically on the upper and lower part. The
wear rings are machined concentric same as the outside diameter which as such is machined
eccentric to the inside diameter (please refer to the Fig. 8 and the table below for the actual
dimensions of the latter).
4.2.1. Clearance between Piston Skirt Wear Ring and Cylinder Liner (New Condition)
If a new cylinder liner and a new piston skirt is fitted, the total clearance between the piston skirt
wear ring and the cylinder liner should be measured with a long feeler gauge (Engine tool 94238).
The crankpin position to measure the total clearance is about 15 25 after BDC (Bottom Dead
Centre).
Minimum
Total Clearance in mm

Maximum
Total Clearance in mm

RND 68M

0.90

1.20

RND 76M

0.90

1.20

RND 90M

0.90

1.23

Engine Type

4.2.2. Protrusion of Piston Skirt against Piston Crown on RND..M Engines

During a piston overhaul the protrusion of the piston skirt against the piston crown on the exhaust
side should be measured with a straightedge and feeler gauge.
In any case the piston skirt must always protrude (see table overleaf measurement fEXS minimum
tolerance) the piston crown on the exhaust side.
6 / 12

Service Bulletin RN-6.1

RN Engines

Note: Newly fitted wear rings to

used piston skirts of the
initial design with only an
upper conical part are still to
be machined concentric to
the piston axis and the
outside diameter.

fEXS

1) min. fEXS

Conical

fFPS

Straightedge

Exhaust Side

dEXS

dFPS

Centre of piston skirt

outside diameter and
wear rings

Conical

Centre of piston crown

and piston skirt inside
diameter

Fig. 8 Piston Skirt Protrusion (Today's Standard Design)

Engine
Type

+0.05
0
Nominal

RND 68M

0.45

RND 76M
RND 90M

fFPS

dFPS / dEXS

fEXS

1)

Nominal

Nominal

Min. fEXS

0.1 0.25

-0.10 0.10

0.85 1.05

0.30

0.50

0.15 0.3

0.00 0.20

1.05 1.25

0.40

0.60

0.25 0.4

0.10 0.30

1.35 1.55

0.50

All measurements are in mm.

Note: This page should be filed in the Maintenance Manual section 012-7.
7 / 12

Service Bulletin RN-6.1

RN Engines
4.3.

Ovality of Piston Skirt on RND and RND..M Type Engines

The maximum permissible ovality of a piston skirt can be found in the table below.
Engine Type

Ovality in mm

Engine Type

Ovality in mm

RND 68

0.6

RND 68M

0.7

RND 76

0.7

RND 76M

0.9

RND 90

0.8

RND 90M

1.1

5.

CYLINDER LINER MAINTENANCE

On the occasion of a piston overhaul it is

advisable to check and recondition the
respective cylinder liner in accordance with
group 214 of the Maintenance Manual.
Furthermore, we recommend to remove
possible scuffed, hard spots from the liner
running surface by careful grinding (e.g. with
flexible disc grinder).
This applies as well for ridge formations on
the liner running surface, originating not only
from the top piston ring (usual TDC wear
ridge) but occasionally also from lower piston
rings (e.g. due to broken upper rings).

Cylinder Liner

TDC
23mm

1mm

Experience shows that handgrinding" for a

proper removal of the wear ridge calls for
Top Piston Ring
high skill, in order not to damage the liner
running surface at TDC level, which is very
R= 8mm
detrimental for the performance of the upper
piston ring. We therefore recommend the
Fig. 9 Tool
procurement of this grinding devices which
can be ordered from: Wrtsil NSD Switzerland Ltd or through our Network Companies.
6.

RUNNING-IN OF NEW CYLINDER LINERS AND PISTON RINGS

[see Runningin Guidelines on Enclosure RN6.1/1]

6.1.

General

After fitting new cylinder liners or even only new piston rings, these have to be runin. The
purpose of the runningin process is getting the rings to seal as quickly and as well as possible.
Scuffing of the running surface of rings and cylinder liner must be absolutely prevented.
By ordering cylinder liners and piston rings through our Network Companies or directly from
Wrtsil NSD Switzerland Ltd Fax no. +41 52 262 07 26, you are granted to receive the correct
quality and latest execution, including today's manufacturing technology.
6.2.

Fuel

For runningin the same fuel should be used as for normal operation, whereby a sulphur content
of above 1% is of advantage.
8 / 12

Service Bulletin RN-6.1

RN Engines
6.3.

Cylinder Lubricating Oil

[see Enclosures RN-6.1/2 and 2a]

The choice of cylinder lubricating oil for runningin depends on the sulphur content of the
residual fuel and on the specification of the new rings and liners, in particular on the finishing of
the cylinder liner bore.
If fuel oil with a sulphur content above 0.5% is used and the new components fulfil the most recent
piston ring specifications and requirements for machining of the cylinder liner bore (plateau
honed over entire length), then the replaced parts can be run in using the cylinder oil which is used
for normal operation.
In other cases (e.g. previous cylinder liner bore partly honed or wave cut surface) satisfactory
results can be achieved by using a runningin oil of lower alkalinity, BN 10-20 of the SAE 50 class
with a minimum kinematic viscosity of 18.5 cSt at 100C, during the initial period.
When a separate runningin oil is used the procedure is as follows:
Fill that lubricator which supplies the cylinder concerned (and in most cases also the adjacent
one) with the runningin oil.
The time during which the engine is operated with this oil should be as short as possible to avoid
excessive carbon deposits. However, sufficiently long for a satisfactory sealing surface of the
piston rings.
The following indication may serve as guidance:
Fuels with higher than 1% sulphur content max. 10 hours.
Fuels with 0.5 - 1% sulphur content max. 15 - 20 hours.
The use of fuels with less than 0.5% sulphur content should be avoided.
If such a fuel must be used, the actual runningin time should be determined with the aid of visual
inspections through exhaust and scavenge ports, i.e. the runningin state of piston rings and
cylinder liner or by liner wall temperature monitoring. The amount of carbon deposit on the
piston crown and in the ring grooves has also to be observed.
Enclosed you will find an updated list of lubricants from the major suppliers for RN and RN..M
type engines. The low BN cylinder oils may not always be readily available from all the oil
suppliers. It is recommended, therefore, to contact the oil suppliers well in advance and allow
some extra days for the delivery (do not use system oil as cylinder lubricant).
6.4.

Checks to be carried out Before Starting the Engine

n Check condition of piston rings, cylinder liners and nuts (hammer test) on the connecting bolts
of the piston from piston underside (if engine has not been started for some time, also look out
if there are any signs of condensation or leakages).
n Check scavenge air receiver for contamination.
n Check that receiver drains are open.
n Preheat engine to minimum 60C jacket cooling water temperature.
n Prelubricate cylinders by turning the engine over with the turning gear for at least
5 complete revolutions whilst operating the cylinder lubricators (approx. 50 turns).
During the runningin period the cylinder lube oil feed rate for the cylinder concerned is to be
increased. The respective adjusting screws of the lubricating pump and the setting pin are to be
set, effecting the maximum lube oil quantity [see Service Instructions, section721-722].
During the next 1000 to 2000 hours, by considering the appearance of piston rings and cylinder
liner, it can be further reduced in small steps according to encl. RN-6.1/1 to the normal rate.
9 / 12

Service Bulletin RN-6.1

RN Engines
6.5.

Notes to Running-in Guidelines

[see Enclosure RN-6.1/1]

d Runningin should be done on HFO (Heavy Fuel Oil). The HFO should be correctly treated
and properly preheated to the correct viscosity before the engine is started. A sulphur content
of above 1% is advantageous.
d 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).
d The loadup programme should not be faster than shown on the enclosure RN-6.1/1.
d The stability and the level of the cylinder cooling water temperature must be checked
frequently. Fluctuations in temperature must be within 2C at constant load and 4C
during load changes (transient conditions).
d Liner Wall Temperature (LWT) Monitoring is of great advantage during runningin. It allows a
close monitoring of the temperature behaviour, thus avoiding a too fast loadingup of the
engine that may lead to consequential problems.
d 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 loadup commands or heavy sea.
d It is necessary to occasionally inspect the condition of the running surfaces of the piston rings
and the cylinder liner to assess the degree of runningin.
If the engine, after reentering service with new liner, must for compelling reasons reach full
service load quickly (so that consequently the attached runningin guidelines RN6.1/1 can not
be observed), then as an exception, the fuel quantity to the cylinder in question must be reduced
for at least 12 running hours by fitting the special spacer under the suction valve push rod of the
fuel pump serving the appropriate cylinder [see Service Instructions, section 551 resp. 550].
6.6.

Feed Rate of Cylinder Lubricating Oil for Normal Service

A reduction below 1.0 g/BHPh effective (1.37 g/kWh eff.) should only be envisaged after long
term confirmation that satisfactory conditions have been achieved at 1.0 g/BHPh effective.
The final feed rate for normal service depends mainly on:
Operating conditions of engine
Heavy fuel oil quality
Maintenance level
Operator considerations:
Cylinder lubricating oil costs versus cylinder liner replacement and maintenance costs

10 / 12

Service Bulletin RN-6.1

RN Engines
7.

CYLINDER AND PISTON COOLING

[see Enclosures RN6.1/3 to RN6.1/6]

7.1.

RND Type Engines

Due to the increased use of fuels with a high sulphur content, corrosive wear on the cylinder liners
has been observed in some cases. As a preventive countermeasure the temperature of the
cylinder and piston cooling water systems should be increased as follows:
Until 1982

From 1982

Cyl. cooling water outlet

68C
(min. 60C / max. 75C)

70C
(min. 65C / max. 75C)

Piston cooling water inlet

45C
(min. 40C / max. 50C)

55C
(min. 50C / max. 60C)

The respective alarm set points have also been modified accordingly.
7.2.

RND..M Type Engines

With regard to possible corrosive wear in the region of "Top Dead Centre" the high sulphur
content fuel is one of the important contributing factors. As a countermeasure to this we decided
some time ago to increase the water temperature in the cylinder and piston cooling systems as
follows:
Until 1982

From 1982

Cyl. cooling water outlet

68C
(min. 60C / max. 75C)

85C
(min. 80C / max. 90C)

Piston cooling water inlet

45C
(min. 40C / max. 50C)

55C
(min. 50C / max. 60C)

The respective alarm set points have also been modified accordingly.
The increase in cooling water temperatures means changing the cylinder and turbocharger
cooling water system from the series arrangement to a parallel arrangement (see encl. RN6.1/3).
This change is necessary because with the series arrangement the temperature of the
turbocharger cooling water would be above that accepted by the turbocharger manufacturer.
A retrofit on existing engines is possible [see enclosure RN6.1/3].
The change to the new parallel cooling water arrangement necessitates theoretically an increase
in the cylinder cooling water pump capacity. However, we believe that the capacity of most
existing installations adequately complies with the new specifications (increase in capacity about
15%). Furthermore, the cylinder cooling water pressure has to be checked and adjusted, if
necessary, so that it is within the range specified on the new sheet 025 "Pressure and Temperature
Ranges" as enclosed.

11 / 12

Service Bulletin RN-6.1

RN Engines
8.

SPARE PARTS

Spare parts, such as piston rings, piston crowns, piston skirts and cylinder liners manufactured up
to the latest design standards can be ordered either through our Network Companies or directly
from Wrtsil NSD Switzerland Ltd Fax no. +41 52 262 07 26.
8.1.

Reconditioning and Exchange of Piston Crowns and Skirts

Reconditioning of piston crowns is a widely established practice and used throughout the world.
Our Network Companies offer a reconditioning and exchange service to their customers on a
worldwide basis.
All types of piston crowns can be reconditioned but the final decision will only be made after full
cleaning and inspection has taken place in one of our reconditioning centres.
The following can be found during inspection:
D Cracked lands between the grooves
D Worn chrome layers
D Crown burning
D Cracks in the crown surface running into the cooling areas
D Corroded telescopic pipe holes
D Corroded internal bore of the sealing surface of the cover plate Orings
D Bent and/or broken/damaged studs
D Fretting on the bottom landing surface
After the inspection two different repairs can be made:
D Full reconditioning
D Part reconditioning
Full reconditioning is done when the grooves and the top of the piston are severely damaged.
If the piston skirts are damaged it will mostly be a problem with the wear of the Bronze wear rings.
The surface of the skirt might have wear because the Bronze wear rings are completely worn and
then running against the cylinder liner surface.
If the outside diameter is beyond the maximum wear limit it cannot be repaired anymore.
Damaged or worn Bronze wear rings can be replaced provided no cracks are found in and around
the groove area after a dye check.
9.

SERVICE BULLETINS PUBLISHED FOR RND AND RND..M TYPE ENGINES

We have so far published the following Service Bulletins which are valid for RND and RND..M - Type Engines:
RN3
RN4
RN5
RN6.1
RN7.1

dated
dated
dated
dated
dated

27.07.77
10.11.77
07.08.78
25.02.2000
08.02.93

Fuel Nozzles with Rounded-off Inside Edges of the Spray Holes

Fuel Nozzles for Operation at Reduced Power (SLOW nozzles)
Cleaning the Air Coolers
Recommendations Concerning Piston Running Performance
Operation at Low Power

Should you not be in possession of the above mentioned documentation suitable for your plant, kindly contact your
local Wrtsil NSD representative for your copy.

Enclosures:

as mentioned in text
12 / 12

Service Bulletin RN-6.1

Runningin Guidelines for

RND and RND..M Engines in Service

RN Engines

New Cylinder Liners and after Replacement of Piston Rings

g/BHPh eff. 1.4
Controllable
pitch propeller
constant speed

Fixed pitch
propeller

Cylinder Oil Feed Rate

Adjustment based on effective power

CMCR
CMCR
Load Indicator Speed RPM
Pos.

%
100

1.3

%
100

1.1

Service Speed resp. Load

For final feed rate, please see

comments in Chapter 6.6.

90

1.8
1.7

1.2
Minimum Runningin Guideline with
Fuels of  1 % Sulphur Content

2.0 g/kWh eff.

1.0

1.6
1.5
1.4
1.3

80

0.9

90

0.8

70

0.7

80

Service Bulletin Enclosure RN6.1/1

60

B
50

Guidelines for Fuel with

Low Sulphur Content

1.2
1.1
1.0

Inspection of Piston Rings and Cylinder Liners

Feed rate reductions to be determined by piston
ring and cylinder liner inspections and/ or by liner
wall temperature monitoring

70

60
5
S = 0.5 - 5 %

10

15

Cylinder oil as for normal service

20

25 50 200
500
1000
Lubricating oil specifications
1
2

t 0.5 %

Cylinder oil for runningin 2

1500 Running Hours

Cylinder lubricating oil for normal service:

SAE 50 / min. 18.5 cSt at 100C / BN according to sulphur content of the fuel
Cylinder lubricating oil for runningin:
SAE 50 / BN 10-20 / min. 18.5 cSt at 100C

Change-over to cylinder oil as for normal service to be determined by piston ring

and cylinder liner inspections or by Liner Wall Temperature Monitoring.

29.60.07.40 - IX.99

Service Bulletin Enclosure RN6.1/2

For runningin new cylinder liners and piston rings, refer to the appropriate sections in the
Instruction Manual and Service Bulletins.
All cylinder oils must be of SAE 50 viscosity grade with a minimum kinematic viscosity of
18.5cSt at 100C.

General remarks see reverse side.

Texaco

Doro AR 30

Taro 16 XD 50

Melina Oil 30

Taro Special 70
Alexia Oil X

Mobil

Mobilgard 300

Mobilgard 512

Mobilgard 570

Shell

Melina S Oil 30

Alexia Oil D

Alexia Oil 50

Alcano 308

Fina

Solco B300 P

Delo 1000 Marine 50

Delo Cyloil Special SAE 50

Disola M5015

Talusia HR 70

Exxmar 12TP 50

Exxmar X70

Caprano 512

Vegano 570

Exxmar XA

Exxon / Esso

Exxmar XP

Atlanta Marine D 3005

Elf

Atlanta Marine 30

Veritas 800 Marine 30

Chevron

Veritas Marine R&O

Cyltech 80

Caltex

Diesel Engine Oil R&O

Veritas 800 Marine

Delo 1000 Marine SAE 50

Super DCL Special

Castrol

CDX 30

MLC 50

Marine S/DZ70

Energol OE-HT 30

BP

Energol DL-MP 30

MCL 18

Punica 570

Energol CL 155

Energol CLO 50M

Cladium 50 SAE 30

Agip

Acer 100

Cylinder Oil

residual fuel oil

0.25 to 1% sulphur

System Oil

Cylinder Oil

distillate fuel oil

Oil Supplier

above 1% sulphur

Crosshead-type RND..M, RND engines

Lubricating Oils
Sulzer Diesel Engines

Lubricating Oils
Sulzer Diesel Engines
Crosshead-type RND..M, RND engines
Notes
Wrtsil NSD lubricating oil list
RND..M, RND engines
The products listed were selected in cooperation
with the oil suppliers and are considered the
appropriate lubricants in their respective product
lines for the application indicated. Wrtsil NSD
Switzerland Ltd does not accept any liability for the
quality of the supplied lubricating oil or its
performance in actual service.
In addition to the oils shown in this list, there are
other brands which might be suitable for use in
Sulzer diesel engines. Information concerning such
brands may be obtained on request from Wrtsil
NSD Switzerland Ltd Winterthur.

When using a residual fuel oil with a sulphur content

of less than 1% for prolonged periods of operation, a
cylinder oil of the SAE 50 viscosity grade with a
minimum kinematic viscosity of 18.5 cSt at 100C
and a moderate level of alkalinity, i.e. BN in the
range of about 20 to 50, should be selected.
The runningin of new piston rings and cylinder
liners is a critical process, which influences the
performance and the lifetime of these components.
Appropriate procedures are outlined in the
Instruction Manual and Service Bulletins, and these
should be carefully observed.

Some of the oils listed, especially those shown under

the heading of "cylinder oil, distillate fuel oil 0.25%
to 1% sulphur", might be available from the oil
supplier only by special request.
For engines equipped with PTO or a power turbine,
the system oil selected must meet a minimum load
carrying capacity requirement, specified by the FZG
gear machine, method IP 334/90, load stage pass 8.

29.60.07.40 - IX.99

Service Bulletin Enclosure RN6.1/2a

RN Engines
RND..M Engines
Cylinder and Turbocharger Cooling Water System
NEW Parallel Arrangement
Valid for all RND..M Engines
VTR 5012: Orifice= 35 mm
VTR 6311: Orifice= 45 mm
Designed water capacity:
RND 68M 30 m3/hcyl.
RND 76M 38 m3/hcyl.
RND 90M 50 m3/hcyl.

Outlet
Inlet
Orifice (may be left in place)

Existing Series Arrangement

RND 68M 26 m3/hcyl.

RND 76M 33 m3/hcyl.
RND 90M 45 m3/hcyl.

Outlet
Inlet
Orifice

Service Bulletin Enclosure RN6.1/3

RN Engines

Service Bulletin Enclosure RN6.1/4

RN Engines

Service Bulletin Enclosure RN6.1/5

RN Engines

025
Alarm and Tripsetpoints

Alarm and Power trip - setpoints

Pressures and Temperatures at Continous Service Output RND / RNF

Engine
Type

Mesur ng po nt
Mesuring point

RND/RNF

Jacket cooling water

Inlet

90, 105
56, 68, 76

Pressures
kg/cm2
see 1)

Temperatures C

55

15 3)

3.5

55

55

3)

55

2.5

3.5

4.5

Max.

15

Wate
ater

65

75

Inlet

65

75

Outlet
Inlet

Fuel valve cooling water

Oi
Oil

25

Outlet
1.5

2.5

Crosshead lubricating oil

Inlet

Lubricating oil

90

15 3)

3.5

50
75

33

45

3
80

25
45
1.5
3

35

45

1.2
2.5

65

60

65

150

175

425 *

450

500

525

see instruction for turbochargers

Fuel after filter

Inlet

3-6 6.5 4)
normal 5

Admissible
pressure drop

200-250mm
[water gauge]

Charge air in receiver

Outlet
from cooler

Charge air at scav. ports

Inlet to cylinders

Chargeair cooler

Admissible
pressure drop

see 027

35 6)

60

normal 40-45

Exhaust

500

Inlet to turbine
Pressure
after turbine

35

200-300mm
[water gauge]

After cylinder

max. 300mm
[water gauge]

1)

Remarks

50

607

Air filter on turbocharger

Exha t
haust

80

90

Bearing outlet

35

Max.

70

45

Inlet

Turbocharger bearing oil

Fuel

60
75

Engine bearing oil

C rge
Char air

50

Outlet
Inlet

Chargeair
Charge air cooling water

2.5
90

3.5

Min.

85

10

70

Outlet
Inlet

Piston cooling water

Max.

75

85
2.5

Press. Temp.
kg/cm2
C

Min.

Min.

Outlet
Cooling water for turbines
(connected in series after
cylinder cooling)

Temp.
C

Min.

Max.

Press.
kg/cm2

Diff.
see2)

Min.

Trip-points 5)

Alarms

Pressures refer to a hight of the pressure gauge abt. 2m above crankshaft center,
i.e. as with manoeuvering stand at bottom platform.
2) Approximate temperature rise under service output.
Recommended limiting values
3) For RND 105: 12C
for alarm systems with computers
4) During priming temperarly higher [see 022]
5) Electrically / manually controlled load reduction
(set points for electric safety cutout device on engine see instruction book page 461)
6) At reduced load min. temperature lower
(Alarm cut out if engine load below approx. 75%)
* Exhaust temperature after cylinder
Difference from average +/- 50C

Service Bulletin Enclosure RN6.1/6