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MAKITA SERVICE NOTE

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MAKITA CORPORATION
ISSUED April 08, 1992
Testing Section
Quality Assurance Dept.
DRAWN NO. MWSN-015 Technical Div.
General Manager N.Takeuchi
Dept. Manager S.Kawamata
Wear of the cylinder liner
Section Chief H.Utsumi
Drawn By S.Ohno
ENGINE TYPE L35MC/MCE

We have delivered L35MC/MCE type engines for about 10 years and recently received
information or inquiry about wear of the cylinder liner.

We have informed about this subject in our instruction book, however issue a “SERVICE NOTE”
here, and would like you to refer to this information for your operation of main engine.
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We have found that wear of the cylinder liner occurred at the area from the top position to the
lubricating point according to our investigation results of ships with L35MC/MCE in service, and
a tendency of wear was almost like Fig.-1.

Also we have found there were 2 cases about this subject, one was that all cylinder liners have
worn in the same condition, another was that only specified cylinder has worn.
Therefore it is necessary to check and/or measure inside of each cylinder liner.

A cylinder liner will be worn along with the running hours, however the operators might put wear
limit in question.

We have informed in our instruction book, to be renewed the cylinder liners in case wear is over
0.4 ~ 0.8% of nominal diameter. But this recommended range is wide, and according to our
experience, we recommend to renew the cylinder liners when the wear reaches 0.6% (2.1mm) for
a safety operation.

As the reasons,
1. Sticking of the piston rings on the ring grooves
2. Abnormal wear of the piston rings
3. Breakage of the piston rings

If the above damages would be worse, the piston rings might not be able to seal the combustion
gas in cylinder, and following conditions might be brought.
1. Engine performance reductions due to decrease of compression pressure while running
2. Lower starting performance due to decrease of compression pressure, and also poor operation
at low speed.
3. The burning of the piston ring grooves due to blow-by
If the operators do not notice the above mentioned conditions and keep running, serious
trouble as scavenging box fire might be caused.

Here, we would like to inform you about general cause and precaution for abnormal wear of the
cylinder liners.

1) Cylinder oil
As the cylinder inside is exposed under an extremely severe condition with combustion gas,
it is important to keep oil film between cylinder liner and piston ring to achieve a
satisfactory cylinder condition.
a) The timing of lubricating has to be correct.
Please refer to the measurement results in our instruction book (OERATION &
DATA) “K-1 DATA”, the procedure of checking the lubricating timing, and Fig.-1.

b) Cylinder oil must be selected in accordance with fuel oil specification

We would recommend to use the cylinder oil with viscosity of “SAE 50” to keep oil
film without losing the liquidity on the cylinder liner surface.
In case used heavy fuel oil with content of 2 ~ 5% sulfur, also recommended to use
“TBN 70” cylinder oil to neutralize the sulfur.
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c) If the cylinder liners or piston rings are renewed, a careful running-in operation
(about 24 hrs) is necessary and also adjusting lever of lubricator must be positioned
to “MAX”.
Please refer to Fig.-2.

d) After a careful running-in operation for 24 hrs, make sure not to decrease the
cylinder oil consumption less than 0.85 g/ BHP-hr within 1500 hrs. The
consumption can, after 1500 hrs, be gradually decreased by 0.05 g/ BHP-hr if
nothing is wrong according to investigation of the cylinders from scavenging port.
In this case, the minimum interval to decrease the consumption is 1000 hrs.
But if something is wrong as a result of investigation, the lubricating amount must
be 50 ~ 100% increased immediately on the specified cylinder or all cylinders.

e) In case the heat load will be changed greatly (at the port going in and out)
When starting and above mentioned condition, the oil film on the cylinder liner
surface is easy to break and the top ring might act like “scraper ring”. Therefore in
this case the adjusting lever of lubricator must be positioned to “MAX”, to clean the
adhering carbon inside of cylinder, to give lubricity between the piston ring and
cylinder liner, and necessary to keep the sealing performance of the piston rings.

f) Change of the lubricating amount by temperature change

On voyage from tropical zone to frigid zone, the engine room temperature will be
decreased, and cylinder oil temperature also.
The cylinder oil has character that is high viscosity to keep enough oil film under
high temperature.
If temperature of the cylinder oil is decreased, the pump efficiency of the lubricator
will be also decreased, as a result of that the lubricating amount will be decreased
even if adjusted same as voyage at tropical zone.
Please refer to Fig.-4.

2) Corrosive wear
a) Influence of sulfur while burning
When the fuel oil with high sulfur is used, sulfuric acid will be generated while
burning in the cylinder, and if it condenses on the liner surface, sulfuric acid
corrosion will occur.

J Sulfuric acid corrosion can be prevented if the cylinder oil with high-TBN is
used, and it will neutralize sulfur.
J Keeping cylinder outlet temperature of fresh water to 82°C will prevent from
condensation of sulfuric acid on the cylinder liner surface.

b) Influence of sodium chloride

If sea water is included in intake air, fuel oil, or cylinder oil, it will bring corrosion
because sodium chloride in the sea water will generate chloric ion.
Therefore it is necessary to prevent the sea water from including in intake air, fuel
oil, and cylinder oil, and also entering in the cylinder.
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c) Influence by cleaning chemical for turbo charger and air cooler
When chemical cleaning is carried out while engine running, there is a possibility of
chemical’s entering in the cylinder even if the mist catcher is equipped. In such
condition, corrosion or abrasive wear might occur on the cylinder liner surface
because chemical reaction would happen and oil film would be broken partly.
Therefore, it is necessary to follow the maker’s instruction about amount of
chemical and operation of device. Also we would like to recommend that the
cylinder oil consumption should be increased 50 ~ 100% while cleaning and 30
minutes after that.

d) Condensation of water in the air cooler

Water will condense when high humidity of atmosphere and low temperature of sea
water.
The drop of water will be taken to inside of the cylinder and splayed on surface of
the cylinder liner by scavenging air, then it will break oil film and bring corrosion or
abrasive wear.
Therefore as the mist catcher is equipped soon behind the air cooler, it is necessary
to discharge this condensed water from the mist catcher appropriately.

3) Abrasive wear
If hard particles such as alumina and silica included in fuel oil adhere on the
sliding surface between the cylinder liner and the piston ring, these might be a
cause of abrasive wear on surface of the cylinder liner.
We have been informed that above abrasive wear has occurred on piston crown,
fuel pump, fuel valve, exhaust valve, and turbo charger, also. Therefore it is
necessary to notice about that.
The hard particle will be generated from fuel oil, however it is difficult to know or
foresee its generation. So it is vital importance to centrifugal separate the fuel oil to
prevent from generating particles.
(According to the information from maker of purifier, it is possible to remove the
catalyst particles of 50% in weight and ones of 20 ~ 30% in size(5 ~10µm) if
squeezed the capacity of centrifugal separator to a quarter of rating.)

Fig.-1 Relation of piston position and lubricating timing

Chart of cylinder liner wear

Fig.-2 Adjusting manual for cylinder lubricator

• Adjustment of cylinder oil consumption
• Load up schedule after renewed piston rings or cylinder liners
• Notes about lubricator adjustment

Fig.-3 Adjustment guidance of cylinder oil feed rate by difference of running hours
and engine speed

Fig.-4 Change of cylinder oil quantity by change of room (oil) temperature

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Fig.-1 Relation of piston position and lubricating timing
Chart of cylinder liner wear
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Fig.-2 Adjusting manual for cylinder lubricator
• Adjustment of cylinder oil consumption
• Load up schedule after renewed piston rings or cylinder liners
• Notes about lubricator adjustment
L35MC 05-Nov.-1992
L35MCE
Adjusting manual for cylinder lubricator

1. The above figure shows just general value. Therefore actual feed rate of cylinder oil should be
adjusted by the condition of the piston and cylinder liner, and specification of fuel oil.
2. For brand new engine, or renewed cylinder liners or piston rings, feed rate must be adjusted 1.5
times an our recommended value (0.7~1.0 g/BHP-h) while running-in operation.
3. After running-in operation, feed rate must not be under 0.85 g/BHP-h within 1500 hrs.
4. After 1500 hrs feed rate can be decreased by 0.05 g /BHP-h gradually if nothing is wrong on the
condition of the cylinder liner.
5. During stating and maneuvering, and during sudden load change, it is recommended to
increase feed rate. In that case, this can be done by moving the adjusting handle of the
lubricator at least 2 steps, or simply to maximum position.
6. Feed rate can be decreased in proportion to Pe at lower speed use but must not be under 40% of
the above figure. It is recommended to adjust feed rate by revolution ratio to MCR and used
speed (Ne),
(actual feed rate) = (feed rate at figure) × (Ne) / (MCR)
7. If the adjusting bolts on the lubricator are rotating clockwise, feed rate decreases.
8. As the pump efficiency will be changed if viscosity of the oil in the lubricator changes due to
change of its temperature, be sure not to be short the feed rate when frigid zone.
9. After and before 30 minutes of water cleaning for blower side of the turbo charger, it is
recommended to increase the feed rate by moving the adjusting handle of the lubricator 2 steps
or to maximum.
10. In case renewed the piston rings or cylinder liners, it is recommended to increase feed rate to
maximum for about 24 hrs, and also main engine speed as following figure.
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Fig.-3 Adjustment guidance of cylinder oil feed rate by difference of running hours and engine speed
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Fig.-4 Change of cylinder oil quantity by change of room (oil) temperature