M/E Performance

Analysis
PrimeServ Academy Piraeus
All Engine Types

The Golden Rules

Quick to Apply

SFOC & SCOC

Reduction

ISO Correction

HCU Events

Quick to Know

Propeller Curve
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Agenda

1 Why we need to take performance reports?

2 Basic Recommendations
3 Indicators
4 The Rules
5 Performance Procedure
6 When nobody cares about performance
7 Quick to know
8 Practical Exercise
9 Auto Tuning Operation

Strictly confidential M/E Performance Analysis 7/16/2021

1 Why we need to take
performance reports

Strictly confidential M/E Performance Analysis 7/16/2021

Why we need to take performance reports?

• Increase Time between overhauls

• Avoid un-programmed downtime of

equipment

• Reduce operational cost (SFOC,

SCOC)

• Avoid side-effects to cylinder condition

• Monitor condition of M/E

• Increase thermodynamic efficiency of

plant

Strictly confidential M/E Performance Analysis 7/16/2021

Why we need to take performance reports?

Receiving a performance report monthly can

provide:
1. Critical information regarding the
condition of engine’s major parts (pistons,
exhaust valves, cylinder liners, T/C, air
coolers, etc.) and
2. The conditions of the combustion
process.
Evaluation and comparison of the results can
assist the operator:
1. To troubleshoot
2. To optimize the engine’s performance,
and finally
3. To reduce running costs.

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2 Basic Recommendations

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Basic Recommendations

1. Receive Performance on a monthly

basis.
2. Receive Performance on the highest
possible load.
3. Receive Performance on more than one
operational load levels.
4. Receive performance under mild
weather conditions (less than scale 5
beaufort)
5. Receive performance in deep water
(more than 10 times the vessel’s draught).
6. Receive performance in open seas (no
traffic and rudder at zero position)
7. Receive performance after equalizing the
load (in case of ME engine type).

Strictly confidential M/E Performance Analysis 7/16/2021

Basic Recommendations

Keep in mind the EPCC rule:

1. Ensure that all engine’s instruments are
in good working order.
2. Prefer the indications taken from the local
instruments (where exist).
3. Check valves and cocks (i.e. indicator
cocks) for free flow and rectify any
leakages (if found).
4. Clean VIT and Fuel index indicators and
perform zero adjustment. Check the index
value when engine is stopped.

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3 Indicators

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All indicators’ categories

During performance evaluation we are using three types of indicators:

1. Direct (directly from instrumentation/reading)

2. Indirect (through software and facilities of terminals)
3. Hidden (indicators out of engine, eg propeller)

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Direct indicators
1. Indicator cock

• Keep insulation intact.

• Redirect the ER fans flow out of valve’s
direction.
• Do not blow valve in case of PMI online
when engine is running. Open only
during air turn or turning gear turn.
• Replace a leaking valve

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Direct indicators
2. Fuel and VIT index

Ensure the zero adjustment & calibration!

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Direct indicators

3. Exhaust gas temperature

The first indication of an up-

coming problem

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Direct indicators

4. Exhaust gas temperature

before and after
turbocharger

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Direct indicators

5. Exhaust gas backpressure

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Direct indicators

6. Exhaust gas receiver

pressure

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Direct indicators

7. Turbocharger inlet
temperature

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Direct indicators

8. Pressure drop over the

turbocharger air inlet

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Direct indicators

9. Pressure drop across

air cooler

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Direct indicators

10. Air cooler water, inlet

and outlet
temperatures

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Direct indicators

11. Scavenging air

pressure

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Direct indicators

12. Scavenging air

temperature in scavenging
air receiver

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Direct indicators

13 & 14
Scavenging air
temperatures before and
after air cooler

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Direct indicators

15. Cooling water outlet

temperature from main
engine

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Direct indicators

Additional readings:
• Engine RPM
• T/C revolution
• Fuel oil pressure before &
after filter
• Fuel oil temperature
before engine’s inlet
• Cooling water inlet
temperature
• Ambient pressure
• Ambient temperature

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Indirect indicators

Additional readings:
• MOP Estimated Engine Load (if ME
engine)

• PMI Estimated Engine Load

• PMI Pressures Balancing

• PMI Auto-tuning Function

• HCU Events (timing graphs of ME

engines)

• Accumulators’ Pressure (if ME

engine)

• Events Log (alarms history in case

of ME engine)

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Indirect indicators

• Cylinder Oil Feed Rate

• SFOC

• Wind direction

• Sea Condition

• EGB, TC Cut Out, VTA

• Load Diagram

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Hidden indicators

Strictly confidential M/E Performance Analysis 7/16/2021

Hidden indicators

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Hidden indicators

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Hidden indicators

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Hidden indicators

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4 Turbocharger Basics

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How doead it work

Compressed air
Engine
cylinder
outlet valve
Sealing Air
Air cooler
Turbine wheel

Compressor wheel Regulation

Lube oil

Public | Academy Piraeus – June 01,

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Turbocharger Basics – ©2021 2021
Turbocharged Engine
Pressure and Temperature

a: ambient
ac: after compressor Tat: 280 - 450°C
acc: after charge air cooler pat: 1005 - 1040 mbar
bt: before turbine
at: after turbine
Tbt: 400 – 600°C
...3700 mbar Ta: 20° C
pa: 1000 mbar

Tac: < 220°C

pac:< 5000 mbar

Tacc: 35 – 60°C

T: temperature
p: pressure
Delta p: 12 – 30 mbar

Public | Academy Piraeus – June 01,

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Turbocharger Basics – ©2021 2021
NR - The Economical
NA - The Trend Setter

NR – Series
NR 12/S 450 - 670 kW 68.000 RPM
NR 14/S 720 - 950 kW 64.000 RPM
NR 17/S 950 - 1,350 kW 47.000 RPM
NR 20/S 1,400-1,870 kW 41.000 RPM
NR 24/S 1,980-2,690 kW 34.000 RPM
NR 29/S 2,720-3,820 kW 29.000 RPM
NR 34/S 4,000-5,400 kW 26.000 RPM

NA – Series
NA 29/S - 3,600 kW 31.000 RPM
NA 34/S - 5,100 kW 25.000 RPM
NA 40/S - 7,300 kW 22.000 RPM
NA 48/S - 11,000 kW 18.000 RPM
NA 57/T9 - 16,100 kW 15.000 RPM
NA 70/T9 - 24,500 kW 12.000 RPM

Public | Academy Piraeus – June 01,

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Turbocharger Basics – ©2021 2021
TCA and TCR Turbocharger

TCR – Series
TCR10 300- 600 kW 85.000 RPM
TCR12 450- 800 kW 71.300 RPM
TCR14 700-1,200 kW 59.100 RPM
TCR16 900-1,800 kW 49.100 RPM
TCR18 1,500-2,700 kW 40.500 RPM
TCR20 2,200-3,900 kW 33.600 RPM
TCR22 3,600-6,900 kW 24.000 RPM

TCA – Series
TCA33 2,700- 5,400 kW 28.300 RPM
TCA44 5,600- 8,200 kW 23.800 RPM
TCA55 5,400-10,400 kW 19.400 RPM
TCA66 7,300-14,800 kW 16.900 RPM
TCA77 10,000-21,000 kW 14.200 RPM
TCA88 14,000-30,000 kW 12.000 RPM

Public | Academy Piraeus – June 01,

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Turbocharger Basics – ©2021 2021
Turbocharger Basic Facts

Did you know...

...that at high rotor speeds a force of 900 kN is pulling

at each turbine blade of a TCA88 turbocharger, equivalent
to the mass of two fully loaded trucks

Public | Academy Piraeus – June 01,

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Turbocharger Basics – ©2021 2021
Designation
TCA and TCR Turbochargers

88 = approx.
TC for Turbocharger outer dia- 0 = design status
meter of the
compressor
wheel in cm

A for Axial turbine, 2 for two-stroke 017 = Specification

(R for Radial turbine) " engine applications, number (related to
(4 for four-stroke the specific engine
engine applications) and the installed
flow components)

Public | Academy Piraeus – June 01,

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Turbocharger Basics – ©2021 2021
5 The Rules

Strictly confidential M/E Performance Analysis 7/16/2021

The Rules

1. The Scavenge Temperature must be always lower than 45⁰C. The lowest possible is
considered the optimum as a general rule. In case of a central cooling system the 3-way
valve shall be set at 10 ⁰C in order to assure that we always have the coldest possible
water. (SL589)
2. The Pressure Drop across the Air Cooler must not be higher than 240mmWC @ MCR,
or not exceed the 150% of Pressure Drop stated in the Shop Test Performance. If higher,
this is a straight forward indication that Air Cooler is fouled and cleaning is required.
3. The Pressure Drop across the Air Filter must not exceed the 150% of Pressure Drop
stated in the Shop Test Performance. If higher, this is a straight forward indication that Air
Filter is fouled and cleaning is required.
4. The LO pressure in the TC inlet must not exceed 1.5 - 2.2 bar. If higher, this indicates a
blocked pipe and/or orifice in pipe’s connection that may lead to T/C bearings damage.

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The Rules

 The hotter the air is the higher the ability of air to

hold the moisture and not to drag it out.
 The more we cool down the air its ability to keep
the moisture attached is reduced and the dew
point reduces.
 On a P=const. and a given Temperature as the
RH decreases, the saturation point remains
steady but the dew point is reduced. This is the
behavior as long as the pressure remains locally-
steady and is NOT only referring to specific
pressure but to all pressures.
 The temperature after Air Cooler must be
lower than air’s dew point in order to have
droplets of air out and caught by the WMC,
provided WMC is working properly (lamellas,
gaps, bolts)

Strictly confidential M/E Performance Analysis 7/16/2021

The Rules

5. The Pmax to each individual cylinder must not deviate more than ±3bar compared to the
Average Pmax of all cylinders . The Pmax corresponds to cylinder’s fuel injection timing and
is a result of both injection + ignition timing. Otherwise, the engine is considered
unbalanced.

6. If Average Pmax of all cylinders deviates more than –3bar compared to the Test-Bed
Average Pmax that indicates a retarded ignition timing. This could be caused by:
 Poor fuel characteristics
 Overall VIT adjustment needs
 Fuel equipment
 FO inlet pressure low
 Low compression

7. The Pcomp to each individual cylinder must not deviate more than ±3bar compared to
all the cylinders Average Pcomp. The Pcomp corresponds to cylinder’s exhaust valve
closing timing. Otherwise, the engine is considered unbalanced.

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The Rules

8. The Average Pcomp of all cylinders if deviates more than –3bar compared to the Test-
Bed Average Pcomp indicates possible blow-by.
 Poor scavenge air pressure
 Blow-by due to leaking exhaust valve(s)
 Blow-by from piston rings
 Blow-by from liners

9. The Pi to each individual cylinder must not deviate more than ±0.5bar compared to all
the cylinders Average Pi. The Pi corresponds to cylinder’s load. Else, engine is considered
unbalanced.

10. The Average Pi of all cylinders if deviates more than ±0.5bar compared to the Test-Bed
Average Pi indicates possible worn Fuel Equipment. This is to be examined together with
Fuel Index.

11. The Pressure Rise (Pmax – Pcomp) must not exceed the specified limit, i.e.:
 MC/MC-C - 35 bar
 ME/ME-C - 40÷42 bar

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The Rules

12. If the Fuel Index Average in Service is increased by 10-12% compared to Shop-Test
performance, this indicates worn out fuel equipment (plungers, barrels, fuel valves, fuel
nozzles, etc.)
𝐹𝐼𝑆𝐻𝑂𝑃𝑇𝐸𝑆𝑇 − 𝐹𝐼𝑆𝐸𝑅𝑉𝐼𝐶𝐸
× 100% < 10%
𝐹𝐼𝑆𝐸𝑅𝑉𝐼𝐶𝐸

13. If the Turbine’s Outlet Pressure (back pressure) is higher than 300mmWC @ MCR (free
funnel, no economizer & no scrubber) or exceeds the 150% of pressure stated in the Shop
Test Performance, this indicates a blockage in the exhaust pipe after turbine or a fouled
TC nozzle ring. In case of an economizer installation, this could also indicate blocked gas
ways through. This parameter is to be evaluated together with exhaust temperatures.

14. The Air Cooler’s Air Outlet Temperature compared to the Air Cooler’s Water Inlet
Temperature is recommended not to exceed 12-14⁰C. Else, the water ways of the cooler
may be fouled and the effect of cooling is affected.

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The Rules

15. The Scavenge Temperature (@receiver) must not be increased more than 2-4⁰C after the
Air Cooler’s Outlet. If this is exceeded it is an indication of blow-by in one or more
cylinders. This must be followed by indications of Pcomp per cylinder and evaluation of the
under-piston temperatures.
16. The Scavenge Air Pressure must always be higher than Exhaust Gas Pressure at
receiver. If opposite:
 Faulty measurement
 U-tube manometers malfunction
 Nozzle ring of turbine possibly fouled
21. If all U-tube manometers show an increase of 150% compared to Shop-Test values
(filters, coolers, etc.), this indicates that manometers have to be cleaned.
22. Be sure you are always using the correct and official xls template (as per engine type).
Different templates for MC & MC-C, ME-B, ME-C.

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The Rules

23. Be sure that you are always applying ISO correction in between performance logs.

24. The Individual Cylinder’s Outlet Temperature must not deviate from Average
Temperature more than ±50⁰C, @ ±60⁰C slowdown is activated. If it does, check pressures
performance of cylinders. Never adjust cylinders performance as per exhaust
temperatures by altering the fuel racks position. This is going to unbalance Pi!!!!!

25. The Turbine’s Inlet Temperature must always be evaluated in line with exhaust gas
receiver’s pressure and cylinders’ outlet temperatures.

26. The Turbine’s Outlet Temperature must always be evaluated in line with exhaust gas
receiver’s pressure, cylinders’ outlet temperatures, rpm of TC and TC back pressure.

27. The Propeller’s Performance

It is advisable to notice the power/speed combination in the load diagram and to take
precautions when approaching the limiting lines.

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The Rules

28. The turbocharger speed will be reduced in case of corroded nozzle ring or corroded
turbine blades. The same will happen in case of a too large clearance in between the
turbine blades and the shroud/cover ring. A too low speed can be attributed mainly to a
fouled air filter, air cooler and of-course in case of damaged turbine/compressor wheel.

28. When plotting a performance and in order evaluation to be based on a reference, the
speed of TC must be normalized (displaced a bit for matching the shop-test curves). The
real load of engine is given by the engine’s heart bit. This bit is called TC rpm. Correction
limit must not exceed ±500kW.

Very Interesting
day!

Strictly confidential M/E Performance Analysis 7/16/2021

Thank you
very much!