Bulletin #D17 - English

Precautions for burning heavy fuel oil in DL-type engines

SK89-10

Heavy fuel oil (H.F.O.) burning in comparison to marine diesel oil (M.D.O.), poses some
problems especially in low load condition situations. The main problems are due to the
carbon deposits that form on engine parts giving rise to:
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reduced exhaust valve sealing ability,

reduced heat conduction (increased exhaust valve temperature),
valve blow by,
poor piston ring movement in ring grooves,
piston ring blow by,
L.O. contamination and deterioration,
increased L.O. consumption and
cylinder liner abnormal wear.

All of the above effects will be accentuated in the low load conditions when there is poor
F.O. temperature, cooling water temperature and intake air temperature control.
1. Low load operation
Turbo charger blower and intake ports will be soiled by low load operation of
the engine.
The following table shows the low load limit for each engine type in PS.
Engine model
6DL(B)-19
6DLB-20
6DL-20
6DL(B)-22
6DL-24
6DL(B)-26
6DL(B)-28
8DL(B)-28
6DL(B)-32
8DL(B)-32
6DLM-40

MDO
110
140
140
190
240
300
370
500
450
600
1350

720 r.p.m.
IF 180 IF 380
190
190
235
235
235
235
310
310
380
380
480
480
585
585
780
780
710
710
945
945
1575
1575

IF 700
260
350
450
565
640
850
770
1030
1575

MDO
130
170
170
240

900 r.p.m.
IF 180 IF 380
235
295
295
410
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Note: DL-32 at 600 rpm

Note: DL-40 at 480 - 515 rpm

IF 700
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When it is inevitable to operate the engine below the low load limit then strictly
follow the guidelines below.
Maximum operating period under low load limit

Load
Less than 20%
Between 20% and 35%

Fuel oil type

M.D.O.
H.F.O.
M.D.O.
H.F.O.

Max. operating period

less than 2 hours
do NOT operate
less than 6 hours
less than 1 hour

After operating below the low load limit for periods as in the above table, then
carry out a parts and cylinder cleaning operation by running the engine for at
least 30 minutes with over 60% load.

a. About 10 minutes with zero load.

b. More than 30 minutes using M.D.O. for cleaning operation.
c. More than 30 minutes with over 60% load after operating under the low load limit.

2. Fuel oil pre-treatment

Vanadium and sodium which are included in heavy fuel oil, are responsible for
the high temperature corrosion effect (Vanadium attack). Seawater, which is
sometimes mixed with heavy fuel oil, helps Vanadium attack. Therefore,
seawater must always be removed from the H.F.O. F.O. injection elements
(F.O. plunger, nozzle etc.) will be corroded even after a short operating period
when sea water levels are as low as 0.2%. Proper maintenance and
continuous running of the F.O. purifier is recommended.
3. Properties of heavy fuel oil
It is very hard to know and identify all the properties of fuel when bunkering in
different places around the world. Recent H.F.O. have negative influence on
the engine parts due to its high viscosity, high density and impurities. This
places increased load on the vessel equipment (separator, purifier, F.O.
heating system) which must be maintained and operating properly.
However, the Calculation of Carbon and Aromatics Index (CCAI) table 1 (load time
45 secs) is an easy check on fuel quality.

The CCAI diagram shows that a low viscosity with high-density fuel has a poor

combustibility due to the many incombustible impurities in it.

In case of a CCAI of 850 - 870 fuel, it is necessary to increase intake air
temperature. In addition, a 10% increase of the low load limit is necessary.
The CCAI table is included at the end of this bulletin for your reference.
4. Intake air temperature
An increase of the intake air temperature will support a better combustion. By
opening the by-pass cock of the inter-cooler, the temperature can be
increased. In cases where an inverse warming system is installed on the
engine, check it is working properly.
The following must also be checked:
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Do not exceed 400oC exhaust gas temperature at normal load operation

Do not break out turbo charger surging at normal load operation

5. Maintenance tips
a. Keep a good F.O. injection and spray pattern by regular and careful
maintenance of the F.O. nozzle.
b. Check F.O. injection timing. Generally too early an injection timing will spray
atomized fuel on the cylinder liner thus destroying the oil film between liner and
piston rings. This fuel enters the piston ring grooves and after combustion, it
will be carbonized affecting ring movement and ring-sealing properties.
Therefore, set the F.O. injection timing as follows:
Engine

DL-19

DL-20

DL-22

DL-24

DL-26

DL-28

DL-32

DL-40

Timing
degrees
B.T.D.C.

17-19

17-19

18-20

18-20

17-19

20-22

19-21

15-17

c. Implement exhaust valve maintenance at an earlier stage. Initially carry out

maintenance after 1000 to 1500 hours and reschedule next inspection
depending on the condition of the valve at each inspection.
d. Decrease nozzle cooling oil temperature (for thermal oil). By decreasing
nozzle-cooling oil temperature while engine is running to about 55oC, it
prevents corrosion.
e. Control L.O. alkali value (pH value). When using L.O. with a high alkaline
value (pH), carbon deposits on the exhaust valve include a high amount of
calcium, which by its nature is very hard. The calcium scratches the valve seat

damaging the contact areas, which affects valve-sealing ability.

f. A minimum running-in period after replacing piston rings and/or cylinder liner
is recommended. Running in period for piston rings is minimum 4 hours and for
cylinder liner is minimum 7 hours. Set engine load in steps of 35%, 50%, and
75% during running in period. Thereafter, run the engine with M.D.O. for 200
hours.
Note: Always consult "OPERATION AND DAILY MAINTENANCE" and "USABLE
LIMIT OF HEAVY FUEL AND ENGINE OPERATION CONTROL" in the Daihatsu
engine Instruction Manual.

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Updated 14.02.2002