Makers Service Letters

An increasing of an air consumption of the exhaust valve air spring will effect the exhaust valve timing to make engine performance worse. In case the air pressure is too low, the engine will be tripped during operating or can not start.

We refer to our service letter SL2006-469 concerning accumulators.
The information in this letter and in the instructions attached replaces the information given in our service letter SL06-469/JOF.
To prevent undesirable pressure peaks in the hydraulic oil system, we emphasise the importance of checking the nitrogen pressure regularly, which according to the instruction manual means every 2,000 hours or every 6 months, whichever occurs first.

Service experience has proven that the intermediate inspection of the torsional vibration damper on the crankshaft of our mentioned GenSets can be omitted without compromising a reliable engine operation.
This applies to both for new engines and to engines in service.

This paper describes in detail the service experience Very close to 100% of these engines are of the electronically controlled ME-C and ME-B types.

MAN Diesel & Turbo introduces a new overhaul programme for multiway valves in continuation of our hydraulic pump overhaul programme.
With the increasing number of ME, ME-B and ME-C engines in service, there is a need for customer-friendly and tailor-made solutions suited for all ME engines.

This service letter informs MAN B&W engine owners and operators of PrimeServ’s prices on service rendered from Denmark and from our service centres around the world.
The fees are valid from March 2017 for assistance rendered by personnel based in Denmark.

In 2006 a new design of hydraulic hoses with protective tubing was introduced to minimize the risk of personal injury in the event of a rupture.
During service attendance we still see many ships using the old type of hydraulic hoses without the protective tubing. As our service personnel have reported near miss incidents with ruptured hydraulic hoses, it is of almost importance that this risk is eliminated.

This Service Letter specifies the recommended maximum acceptable level of cat fines entering the engine, which is as follows:
ƒAlways keep the level as low as possible and, max. at 15 ppm
Al + Si at engine inlet for short periods.
Some guidelines on optimal operation are also given:

This guideline summarises the required checks to investigate possible causes in case of alarms indicating improper function of the ICU.
Unnecessary costs may be avoided by simple rectifying actions instead of an ICU replacement and shipping to a Wärtsilä service centre; e.g. exchange of available spare parts or a proper understanding of the alarms.
Should a problem not be rectified by the described countermeasures, however, replacement of the ICU must be taken into consideration.

We refer to our Product Safety Warning Letter SL2016-614/PRP of May 2016, where we informed you about incidents reported with TSP accumulators which have suffered from breakage.

Based on the latest service experience and engine development we are pleased to issue a revised version of the Guiding Overhaul Intervals tables. The guiding overhaul intervals apply to electronically controlled ME type engines, dual fuel ME-GI type engines, and mechanically controlled MC types engines.

This service letter provides recommendations on a detailed overhaul strategy, monitoring and update of the ME specific components of MAN B&W two-stroke engines (ME/ME-C and ME-B) based on approximately 10 years of service experience.

Following an engine fire due to removed splash guards, we herewith want to draw your attention to the importance of a correct installation of splash guard facilities.

This service letter gives important information regarding development of fretting/corrosion on main bearing caps. In service, we occasionally observe fretting/corrosion between the main bearing shell and the main bearing cap on engines without main bearing temperature sensors.

This service letter contains important information about the development of fretting marks at the assembly surfaces of the connecting rod and the marine head, and possible rework of this. The complete connecting rod consists of three different parts, upper and lower marine head parts and the connecting rod. Due to the operation forces the connections of these parts are exposed to the development of fretting that may occur over time.

The high reliability of MAN B&W engines is of key importance to MAN Diesel & Turbo, and we have therefore decided to terminate the reconditioning programme for the MPC and MPC-10.

For the engine type L16/24 we have learned that the lifetime of the fuel injection nozzle can be extended considerably by lowering the opening pressure from 450 bars to 400 bars. Based on our findings, we have
updated  our  attached  description:  Data  for  Pressure  and  Tolerance 500.35.

The latest ISO marine fuel standard specifies levels of up to maximum 60 ppm Al + Si in the fuel (ISO 8217). Such a level would cause high wear compromising reliability in the combustion chamber, and so the fuel
must be cleaned on board the ship before it reaches the engine.

This Service Letter specifies the recommended maximum acceptable level of cat fines entering the engine, which is as follows:
ƒ
Always keep the level as low as possible and, max. at 15 ppm
Al + Si at engine inlet for short periods.