Assessment of Main and Connecting Rod Bearings

Service Bulletin ZAS–28
29.08.97
Technical Information to all the Owners (Supersedes Bulletin
of Sulzer ZA 40S Type Diesel Engines Z–6.2 d. 31.07.92)
Assessment of Main and

Connecting Rod Bearings
Contents: Page
– INTRODUCTION 1
– 1. GENERAL REMARKS 1
– 2. BEARING TYPES 2
– 3. ALUMINIUM BEARING NO. 212 3
– 4. BEARING NO. 336 4

’RILLENLAGER’
– 5. GENERAL REPLACEMENT 7
CRITERIA
– 6. SPHERICAL TOP END 7
BRONZE BEARING NO. 328
28.26.71.40 – Printed in Switzerland
– 7. SAFETY CHECK AFTER 8

FITTING A BEARING
Wärtsilä NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22

Wärtsilä NSD Schweiz AG CH-8401 Winterthur Fax +41 52 212 49 17
Wärtsilä NSD Suisse SA Switzerland Tlx 896 659 NSDL CH
INTRODUCTION
The purpose of this bulletin is to lay down the assessment criteria which may be used as a guide when a
decision has to be made regarding further use or replacement of a bearing on the occasion of a
periodical inspection.
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.
1. GENERAL REMARKS
The running layer of a bearing is subject to corrosive and abrasive wear. Bearings are thus to be
regarded as wear and tear components which require replacement from time to time, depending on the
actual operating conditions.
On the basis of experience gained so far, a service life of 24000 – 36000 hours is expected, depending
on load factor and optimum operating conditions.
1.1. Prerequisites for Satisfactory Operation and Service Life

– Adequate prelubrication before starting and optimum bearing lubrication during operation.
– Reliable lube oil treatment including continuous separation, especially when operating on
intermediate or heavy fuel oils (Please refer to our Service Bulletin ZAS-27).
– Proper maintenance of lube oil filters, including the indicator filter.
– Clean working conditions inside the engine and sufficient periods of flushing prior to starting-up
after overhauls (Please refer to our Service Bulletin ’Flushing Instructions’).
– Immediate closing of the lube oil holes in the crank pins when the connecting rod bearings are
opened.
– Regular draining and cleaning of tanks.
It should be recalled that particles of dirt do not always embed themselves completely in the running
layer and may therefore scratch a journal or a pin as well as the bearing and thus cause wear. An
increased amount of dirt or a sudden yield of the same in the lube oil can then lead to local
overheating. In turn this may result in damage to the bearing and journal/pin.
1.2. Bearings Fit for Further Service

Bearing shells which are fit for further use should always be refitted in the same original position, in
the same bearing saddle or connecting rod so that it runs again on the same journal or crank pin as
before. Pins and journals must fulfil the criteria as laid down in Service Bulletin ZAS-29.
1/8 Service Bulletin ZAS–28

1.3. Bearings with Damage
The criteria for assessment mentioned on the following pages applies to bearing shells with good
appearance. Damaged bearing shells are to be replaced, as a matter of principle. In such cases the
cause of the damage must be established and remedied. It is not sufficient just to replace the damaged
bearing(s).
1.4. Signs of Impurities

A bearing shell that exhibits a few scratches but otherwise complies with the given criteria for re-use
can be refitted. However, the source of the dirt having caused the scratches should be traced and
eliminated.
In case of doubt, a bearing should be exchanged. After all, the price of a bearing shell is
negligible in comparison with the cost of the consequential damage it might cause.
1.5. Inspection Intervals

Generally speaking, a bearing should not be taken out too frequently or without a reason, as it will
always have to bed-in afresh, using up a part of its expected lifetime.
However, all bearings should be checked within four years at random at yearly intervals, as well as
according to the rules of the Classification Society or other institutions.
2. BEARING TYPES
Bearing Running Layer No.

Bearing 328 212 336
Top End
Bottom End
Main
Present Standard
Superseded. Any existing bearings in the engine as well as in stock can be used up in
engines up to 660kW/Cyl. output.
You will find the above running layer no. stamped on the side of the shell as encircled below (among
other markings).
/204/CL/

3. ALUMINIUM BEARING NO. 212
3.1. Composition
Running layer: Al with 20% Sn
Shell back: Steel
3.2. Replacement Criteria

A bearing shell must be replaced if it exhibits:
– damaged or rough running surface
– several scratches
– several grooves and bedded-in foreign particles
(some combustion products can be tolerated)
– wear and dimension ’L’ beyond the admissible limits (see table below)
Main Bearing Shells Big End Bearing Shells

L
Wear Limit d0 – d1=max. 0.07 mm d2 – d3=max. 0.10 mm

D mens on L
Dimension ZAL 40 S min. 370 mm min. 365 mm
(Shell expanded) ZAV 40 S min. 390 mm min. 365 mm
Shells have to clamp in
Additional Check
big end bore

4. BEARING NO. 336 - 'RILLENLAGER'
4.1. Composition
Running layer 1: Pb Cu Sn (or Sn Sb) overlay as

groove fillings
Barrier layer: Ni
Running layer 2: Al with 6% Sn
Shell back: Steel
– Depth of the grooves: A few 1/100 mm

– Grooves cut as thread
– Shape and dimension of the grooves may vary, depending on manufacturer
4.2. Structure of the Bearing

Area of the running surface in the n e w state:
20 - 33% Aluminium Web 33%
80 - 67% Overlay 67%
Nickel Barrier Layer
The above percentage figures are approximate. The shape and dimensions of the grooves may vary,
depending on the bearing manufacturer.

First signs of running surface wear appear on the electroplated overlay. The overlay in the groove is
worn down by a few 1/1000mm. As wear increases, the difference between the aluminium alloy webs
and the overlay remains more or less the same, at approximately 0.005mm
For precise evaluation of the degree of wear on the running surface, a magnifying glass
(minimum magnification 5x) and good light is necessary.
Under the magnifying glass, the overlay appears as a dark area, and the aluminium alloy web as a light
area.
The ratio between the width of the aluminium alloy web compared with the groove width as well as
the size of the worn surface, are the most important criteria for evaluating the degree of wear of the
bearing.
When evaluating the condition of the grooves, the running surface in the area subject to the lowest
load (condition of groove generally as new) should be used as a point of comparison.
In order to prevent bearing seizure and serious damage which may result, a bearing shell of
otherwise good outward appearance must be replaced if one or more of the following conditions
apply at the time of inspection.
4.4. General Wear of Bearing
Aluminium
175%
Overlay
100%
Replacement: If the bearing is worn in the area subjected to max. loading to such an extent that the
width of the Al webs has increased by 75% or more (does not apply for sections
where, after completion of running-in, wear occurred because of deviations in
shape or alignment).
4.5. General Overlay Condition
Aluminium
Missing overlay
or
Replacement: If the overlay is missing from the grooves in an area exceeding 30% of the total
running surface.

4.6. General Web Condition
Replacement:
If more than 10% of the Al webs in the
or areas without overlay in the grooves are
worn to such an extent that the width of
the Al web has increased by 75%.
Aluminium
175%
100% Worn Al webs
4.7. Webs at Bearing Edges
Overlay
Aluminium
Flat groove
Replacement: If the webs are worn completely flat in an area more than 8 mm wide at one or both
edges.
4.8. Overlay at Bearing Edges
Missing overlay at edge(s)
Aluminium
or
Replacement: If overlay is missing from the grooves at one or both edges in excess of 15% of the
full width of the running surface.

5. GENERAL REPLACEMENT CRITERIA
Bearing shells showing cavitation marks on the running

ÛÛÛÛ ÛÛ Û
surface, such as dull areas or areas appearing like ’orange
ÛÛÛÛ ÛÛ Û
ÛÛ Û
peel’, can be further used as long as the area concerned is
ÛÛ
ÛÛ Û
moderate (see sketch on the right) and no material break-out
is visible.
A re-check of such bearing shells at the next overhaul is
recommended.
Beside the running surface, the shell back and the contact
zone between the two bearing shells should be inspected as
well. Bearing shells with severely fretted backs exhibiting
either material build-up or removal must be replaced by new
ones.
6. SPHERICAL TOP END BRONZE BEARING NO. 328
6.1. Composition
A particular feature of the rotating piston serving ZA 40S engines is the upper connecting rod bearing
which is designed as a spherical shell bearing.
The upper end of the connecting rod has the shape of a ball head and is contained within an upper
spherical shell and a lower spherical shell ring (two-part).
The running layer of the spherical shell bearing depends on the manufacturer.
The dimension of the ball head is determined by the rotating mechanism of the piston and as such is
ample for an upper connecting rod bearing. From experience already gained we anticipate a service
life of 48000 to 60000 hours.
Running-in layer: Sn overlay

Running layer: PbSnCu
Bearing design with nickel dam comprises:
Nickel dam
- a runningin layer or runningin overlay Inter layer: Lead Bronze
made of tin
Shell back: Steel
- a running layer of PbSnCu
- a nickel dam
- an inter layer of lead bronze

Running-in layer: Pbln overlay
Running layer: Lead Bronze
Bearing design without nickel dam comprises: Shell back: Steel
- a runningin layer or runningin overlay
made of lead indium
- a running layer of lead bronze.

The low loads, resulting from the dimension of the ball head, together with the symmetrical load
distribution with no edge pressures, which is characteristic of the spherical bearing, facilitate a good
seating. In view of this, different criteria are used for the assessment of these spherical bearings
compared with those applied to traditional bearings.
A spherical bearing shell can be further used if:
– the lead bronze running layer is intact
– the permissible bearing clearance has not been exceeded or is not falling short of its minimum
regardless of
– a worn running-in overlay (lead bronze appears as reddish brown marks)
– some scratches or scoring of the overlay (also when they penetrate into the bronze layer).
On spherical top end bearings with integrated nickel dam, the shape and degree of exposure of the
latter is an essential criterion for the assessment of the condition of wear:
– If the nickel dam is visible coherent of over 30 % of the contact zone (diameter between about 80
and 200mm on the upper bearing shell), the running-in capability of the spherical shell bearing is
not sufficient and the shell must be replaced.
Important:
The two lower bearing halves are marked together and must only be replaced as a unit. If the upper
bearing shell has to be replaced due to wear, the corresponding lower bearing shell ring has to be
renewed as well.
7. SAFETY CHECK AFTER FITTING A BEARING

New bearings or those being refitted after an inspection are to be checked after restarting the engine
for abnormal temperatures caused by local overheating (not valid for spherical bearings):
– Run the engine for about 5 minutes up to nominal/service speed, no load.
– Stop and check the bearings concerned by hand for abnormal temperatures.
Wärtsilä Switzerland Ltd has issued this Service Bulletin with their best knowledge and ability.
However, Wärtsilä 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 Wärtsilä Switzerland Ltd, are not permitted.

Assessment of Main and Connecting Rod Bearings

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Service Bulletin ZAS–28

Assessment of Main and

– 3. ALUMINIUM BEARING NO. 212 3

– 4. BEARING NO. 336 4

– 7. SAFETY CHECK AFTER 8

Wärtsilä NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22

1.1. Prerequisites for Satisfactory Operation and Service Life

1.2. Bearings Fit for Further Service

1/8 Service Bulletin ZAS–28

1.4. Signs of Impurities

1.5. Inspection Intervals

Bearing Running Layer No.

2/8 Service Bulletin ZAS–28

Running layer: Al with 20% Sn

Shell back: Steel

3.2. Replacement Criteria

Main Bearing Shells Big End Bearing Shells

Wear Limit d0 – d1=max. 0.07 mm d2 – d3=max. 0.10 mm

3/8 Service Bulletin ZAS–28

Running layer 1: Pb Cu Sn (or Sn Sb) overlay as

Running layer 2: Al with 6% Sn

Shell back: Steel

– Depth of the grooves: A few 1/100 mm

4.2. Structure of the Bearing

20 - 33% Aluminium Web 33%

80 - 67% Overlay 67%

Nickel Barrier Layer

4/8 Service Bulletin ZAS–28

4.4. General Wear of Bearing

4.5. General Overlay Condition

5/8 Service Bulletin ZAS–28

4.7. Webs at Bearing Edges

4.8. Overlay at Bearing Edges

Missing overlay at edge(s)

6/8 Service Bulletin ZAS–28

Bearing shells showing cavitation marks on the running

6. SPHERICAL TOP END BRONZE BEARING NO. 328

Running-in layer: Sn overlay

7/8 Service Bulletin ZAS–28

6.2. Replacement Criteria

7. SAFETY CHECK AFTER FITTING A BEARING

8/8 Service Bulletin ZAS–28

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