Diesel After-Sales Service

Service Bulletin

A 2.2

Technical Information to all the Owners

of Sulzer A -Type Diesel Engines

30.11.94
(Supersedes Bulletin
A2.1 dated 25.06.86)

Assessment of Main and

Bottom End Bearings

Contents:

Page

3. COMPOSITION OF BEARINGS

4. INSPECTION INTERVALS

5. CRITERIA FOR BEARING

REPLACEMENT

6. RUNNING-IN OF BEARINGS

7. SERVICE BULLETINS VALID

FOR A -TYPE ENGINES

Diesel After-Sales Service

Telex: 896 659 NSDL CH

2. TYPES AND APPLICATION

AREA OF BEARINGS

New Sulzer Diesel Ltd

Phone: (052) 262 80 10 (24hours)

1. GENERAL REMARKS

28.53.07.40 Printed in Switzerland

INTRODUCTION

PO Box 414
Telefax: (052) 213 94 83

CH-8401 Winterthur, Switzerland

INTRODUCTION
The purpose of this Service Bulletin is to lay down the assessment criteria which may be used as
a guide when a decision has to be made to a further use or a 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, the following service life is expected, depending on
load factor and optimum operating conditions:
d

with MDO-operation:

up to 24 000 - 32 000 hours

with HFO-operation:

up to 16 000 - 24 000 hours

Actual service conditions can reduce the above expected service life, in particular for the
previously used bearings with overlay (running layers No. 332 or 333).
1.1.

Prerequisites for Satisfactory Operation and Service Life

n Adequate prelubrication before starting and optimum bearing lubrication during

operation.
n Reliable lube oil treatment including continuous separation where possible, otherwise
batch separation, especially for main engines and always when operating on intermediate
(MDO) or heavy fuel oils (HFO). Please refer to Service Bulletin A-4.1 for information on
lubricating oil treatment.
n Proper maintenance of lube oil filters, including the indicator filter.
n Clean working conditions inside the engine and sufficient periods of flushing prior to
startingup after overhauls (Service Bulletin A-5 refers to flushing procedures).
n Immediate closing of the lube oil holes in the crank pins when the connecting rod bearings
are opened.
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. This
especially applied to an overlay type bearing with nickel (Ni) as barrier layer, such as type 332 or
333 (which are no longer in use anymore), when this Ni layer became successively exposed with
the wear of the running layer.

1/8

Service Bulletin A2.2

102.

TYPES AND APPLICATION AREA OF BEARINGS

The following table gives a summary of the bearing types and their application area:
F

Present standard

Previously used types

Not to be used anymore

Number of Running Layer

212

331

336

Bottom end bearing

Crank pin bearing

Main bearing

Crank pin bearing

Main bearing

Crank pin bearing

F
F

Crank pin bearing

Main bearing

Crank pin bearing

Main bearing

332
or
333

Main bearing

314
or
315

AL 20

AH
AF 25
AL

F
f
F

AV 25

ASL 25
ATL

ASV 25
ATV

F Present standard type bearing with running layer No. 212 for main and bottom end bearings.
Present standard type bearing with running layer No. 331 for main bearings of in-line engines only.
The bearings which are marked with X in the table above must not be used anymore. Any re- maining
bearings of this type still installed in the engine must on account of their supersession be replaced during
the next overhaul or preferably earlier with bearings of the present standard.
Bearings marked O in the above table are no longer recommended. Any existing bearings in the engine
as well as spare bearings in stock can still be used up.
For your information on the assessment of the White Metal Bearings No. 331 please refer to paragraph 5.2.
and for bearings with a running layer No. 336 to paragraph 5.3.

You will find the above bearing type or running layer stamped on the side of the shell as encircled
below (among other markings).
/202/C/

2/8

Service Bulletin A2.2

3.

COMPOSITION OF BEARINGS

The bearing shells were originally coated with a very thin layer of tin (Sn) for protection against
corrosion. For some time now this protection consists of a special oil coating only which must be
cleaned off before the bearing is fitted.
3.1.

Aluminium Bearing No. 212 (Standard for Main and Bottom End Bearings)
Running layer:
Shell back:

3.2.

Al with 20% Sn
Steel

White Metal Bearing No. 331 (Standard for Main Bearings of In-Line Engines only)
Running layer:
Barrier layer:
Inter layer:

Lead Bronze

Shell back:

3.3.

WM (Tin based)
Ni

Steel

Rillenlager Bearing No. 336 (Only to be used if existing spares stock must be used
up)
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.

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.
3/8

Service Bulletin A2.2

5.

CRITERIA FOR BEARING REPLACEMENT

The following criteria are intended as an aid when a decision has to be taken with regard to the further
use or replacement of a bearing shell.
As is the case in other branches of industry, a bearing shell to be assessed sometimes constitutes a
borderline case.
The following applies:
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.
5.1.

General Remarks

5.1.1. Bearings Fit for Further Service

A bearing shell which is 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 A6 dated 30.10.86.
5.1.2. Bearings with Damage
The criterion 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).
5.1.3. Signs of Impurities
A bearing shell that exhibits a few scratches but otherwise complies with the given criteria for reuse
can be refitted. However, the source of the dirt having caused the scratches should be traced and
eliminated.
5.2.

Aluminium Bearing No. 212 and White Metal Bearing No. 331

5.2.1. A Bearing Shell with either of the above Running Layers Fit for Further Use
D

A bearing shell that exhibits

n wear within acceptable limits

n good running layer and contact zone
n some scratches
n some beddedin foreign particles
can be used further.

4/8

Service Bulletin A2.2

5.2.2. A Bearing Shell with either of the above Running Layers to be Replaced
D A bearing shell that exhibits
n wear beyond the admissible limit in the shell centre (see sketch below)
Bottom end bearing
Wear limits:

d3

10mm

Main bearing

10mm

d0 - d1 = max. 0.05 mm

d1

d2 - d3 = max. 0.08 mm

n damaged or rough running surface

n several scratches
n several beddedin foreign particles (some combustion products can be tolerated)
must be replaced with the present standard bearings.
However, any remaining bearing with running layers No. 314 / 315 / 332 or 333 must, on account
of their supersession, be replaced with the present standard bearings.
5.3.

Rillenlager Bearing No. 336

5.3.1. Structure of the Bearing

Area of the running surface in the n e w state:
20 - 33%

Aluminium W eb

80 - 67%

Overlay

33%
67%

Nickel Barrier Layer

For your convenience we will show the assessment for the now superseded Rillenlager Bearings
No. 336 which should wherever possible be replaced with the present standard bearings.

5/8

Service Bulletin A2.2

5.3.2. Criteria for Replacement of Rillenlager Bearing No. 336

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
Rillenlager Bearing No. 336.
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 basis for 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.
5.3.3. General Wear of Bearing
Aluminium
Overlay

175%
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 runningin, wear occurred because of deviations in
shape or alignment).
5.3.4. 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.
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Service Bulletin A2.2

5.3.5. General Web Condition

Replacement:
If more than 10% of the Al webs in the
areas without overlay in the grooves are
worn to such an extent that the width of
the Al web has increased by 75%.

or

Aluminium

175%

Worn Al webs

100%

5.3.6. Webs at Bearing Edges

Overlay

Aluminium
Flat groove

Replacement:If the webs are worn completely flat in an area more than 6 mm wide at one or both
edges.
5.3.7. 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.

7/8

Service Bulletin A2.2

Bottom End Bearing in General

A bottom end bearing that exhibits

n intact positioning tongues
n signs of cavitation as shown
but otherwise complies with the conditions
prescribed in paragraphs 5.2 and 5.3
is fit for further use.
However, it has to be borne in mind that
bottom end bearings with running layer
No. 336 should be replaced with the
now standard bottom end Aluminium
Bearing No. 212 only.

6.

Lower shell

Upper shell

5.4.

RUNNINGIN OF BEARINGS

New bearing or those being refitted after an inspection are to be run-in for a short period of time.
During running-in they must be checked for any signs of abnormal temperatures caused by local
overheating.

7.

SERVICE BULLETINS VALID FOR A -TYPE ENGINES

We have so far published the following Service Bulletins which are valid for A type engines:
A5

dated 11.07.85 / Flushing Instructions

A6

dated 30.10.86 / Undersized Bearings and Reconditioning of Crankshafts

A7.1

dated 30.11.93 / Fuel Injection Nozzle Specification

A8

dated 15.08.94 / Cylinder Liner with a Fine Thread in the Upper Part of the Bore

A9

dated 18.10.94 / Heavy Fuel Oil Concept Guide and System Adjustments for
A 20H / AT 25H Auxiliary Engines

New Sulzer Diesel Switzerland Ltd has issued this Service Bulletin with their best knowledge and
ability. However, New Sulzer Diesel 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 New Sulzer Diesel Switzerland Ltd, are not permitted.
8/8

Service Bulletin A2.2