Engineer Resource - Bartech Marine

Engineer Resource

A collection of articles specifically for engineers, brought to you by Bartech Marine

Copyright © 2017Bartech Marine EngineeringAll rights reserved

This booklet contains articles from our useful resources blog, including information and observations from our engineers.

The findings are presented to help you avoid mistakes we have seen others make, and hopefully make you aware of some new practices, as well as methods of resolving issues.

Volume 1

Contents• Complete Package Support

• EnginesI. Obsolescence management for older engines

II. Equipment degradation – not just when in use.

III. When the OEM is better than the OEM

IV. Swing sets; not just for generator engine turbochargers

V. Starter Motor Failure

VI. Cracked Crankshaft

VII. Crankcase repair

VIII. The mistake with increasing your engine speed

• GovernorsI. Overview

II. Governor’s Droop

• Re-engineering & Machining SolutionsI. Caterpillar 3616 Overhaul – Small end bush 4P6125

II. Detroit 16V71 Oval Conn Rod correction

III. Magnetic Pick up Repositioning

IV. In-house Tolerance Checks

V. Bartech Fuel Pipe Manufacture Range

• Oil Condition Monitoring

• Turbocharger Maintenance Guide


Volume 1

Complete Package Support• Have you calculated how much of your time is spent co-

ordinating sub-contractors over proposals, work scopes,

improvements and ongoing projects?

• This may be a necessity now, but imagine if there was a

way of removing that ‘time drain’ by dealing with a single

point of contact.

• As we’ve discussed with various operators, when you

collaborate with the right maintenance companies, and

with the right structure in place, you can benefit from:

• Reduced costs and timescales with sub-contractors

working together

• Integrated plans giving better visibility and utilisation,

across disciplines

• Combined tooling & parts delivery

• A single point of contact

• ONE daily site report and final report

• Quicker solutions with open communication between

different experts Cont’d…


Volume 1

Complete Package Support• Time and time again, we’ve seen this approach deliver

savings and improve technical solutions for the operator.

• The key to achieving this is for specialist companies with

shared values to combine in-depth knowledge rather than

expecting a group of individuals who have a general

knowledge of all areas.

• To gain these benefits, a partnership model needs to

include ALL parties, using the model below.

Cont’d…


Volume 1

Complete Package Support• This shows the single point of contact (SPC) combining the

pooled experiences of the different specialists and working

with the operator to provide the best results.

• The SPC will be employed by one of the specialists and

identified depending on their experience, relationship with

the operator and suitability for the specific project.

Crucially, this approach doesn’t come with additional

cost.

• This is exactly the way that we currently work with

Quartzelec and has seen us successfully deliver for clients;

in one case saving over 30% in engineer costs.

Cont’d…


Volume 1

Engines• How to support obsolescence management for older engines

• I was in Aberdeen last week, running our latest UK North Sea

Focus Group with our friends at Quartzelec and Flowserve and

there was one consistent topic which I know is relevant to

most of the people we work with and possibly you.

• With production beginning in the Brent field in 1976, you will

know there is a lot of aged equipment between 30 and 40

years old and this is a cause of major problems for the

operators.

• They always look for ‘like for like’ replacement on spares, but

that’s not always possible, and generally if that’s off the table,

they can be forced to go down the time consuming

“management of change” process.

• One of our specialisms is helping to support the older

equipment, keeping them running and avoiding having to go

down the management of change process.

Cont’d…


Volume 1

Engines• How to support obsolescence management for older engines

• We help with this obsolescence management in lots of ways,

including:

• Sourcing like for like parts – Always the first option. Even

though they may not be available from the engine

manufacturer, or dealers, there are lots of spares available on

shelves all over the world. It’s just knowing where to look.

• Alternative engine manufacturers – Although the parts may

not be available from your engine manufacturer, or dealer,

were these same parts used on other engines?

• Purchase from equipment manufactures – Instead of going to

the engine manufacturer, spares may still be available from

the company who originally made the parts.

• Source from other operators’ old stock – Do other operators

have stock of the parts you need?

• Go to equipment specialists – There are many satellite

companies set up by ex OEM employees who carry old stock

• Repair original equipment – Can have huge time and cost

savings, utilising the latest technology.


Volume 1

Engines• Equipment Degradation – Not just when in use.

• We’re currently overhauling a couple of Twin disc gearboxes

as part of a project on a beautiful 20ft yacht, built back in

1967.

• The engines have been out of use for some time, but the

gearboxes have been maintained to running hours, so the

owners were expecting the gearboxes to just need a quick

check over before they’re reused.

• It turned out not to be as simple as that.

• During our inspection, we found two issues that had

absolutely nothing to do with wear or use, but everything to

do with the environment the yacht has been left in.

• One of the biggest issues was these warning signs of weak

spots on the coupling.

Cont’d…Copyright © 2017Bartech Marine EngineeringAll rights reserved

Volume 1

Engines• Equipment Degradation – Not just when in use.

• It is VITAL critical equipment is thoroughly inspected before

being reused.

• What’s clear from this picture is that it’s a matter of ‘when’ not

‘if’ these teeth would have snapped if they were left alone.

• It’s difficult to predict exactly when that would have

happened, and equally difficult to predict where the yacht

owner would have been at the time, with every chance that

they would have been out at sea and unable to drive any

power to the propellers.

• Here’s my point:

• Just because an engine, gearbox, or other mechanical

equipment has not been running, it doesn’t mean it hasn’t

degraded, and regular checks are absolutely VITAL if you

don’t want to end up a creek without a paddle (or a

propeller).

• Make sure your critical equipment is thoroughly inspected

before being reused, so you are not left exposed.


Volume 1

Engines• When the OEM is better than the OEM

• The term “OEM” gets used A LOT in our industry, but we see

plenty of people spending more money than they should

because they don’t understand that the acronym OEM stands

for more than one thing.

• Most people consider “OEM” to stand for “Original Engine

Manufacturer”; This could be Caterpillar, Cummins, Sulzer,

Wartsila, MAK or others.

• The other definition is “Original Equipment Manufacturer” and

when this is applied to the engines, there are various

assemblies that are not made by the engine manufacturer,

but a specialist company.

• I am helping someone at the moment who needs the

turbocharger in their MAK engine overhauling after some

debris passed through it.

• Wisely they have gone to a couple of companies to get a

price comparison, so as well as contacting Bartech, they went

to their local agent for the MAK engine.


OEM Vs OEM

Volume 1

http://bartechmarine.com/caterpillar-engines/

http://bartechmarine.com/cummins-engine/

http://bartechmarine.com/turbochargers/

Engines• When the OEM is better than the OEM

• One way we have been able to provide a better price without

compromising quality is by sourcing spares directly from the

turbo manufacturer, Napier.

• Ultimately the spares come from the same source, the

“Original Equipment Manufacturer”, but there is a much

bigger mark-up going through the engine manufacturer.

• And this doesn’t just apply to your turbochargers. Could the

fuel equipment be sourced through Bosch, Woodward or

Delphi?

• Could the governors be sourced through Woodward or

Heinzmann?

OEM Vs OEMCopyright © 2017Bartech Marine EngineeringAll rights reserved

Volume 1

http://bartechmarine.com/napier-parts-stock-list/

http://bartechmarine.com/ae4-engine-test/

http://bartechmarine.com/diesel-engine-governors/

Engines• Swing sets; not just for generator engine turbochargers

• At the end of last year, we started working with Maersk, the

world’s largest shipping company, and we introduced them

to the idea of “swing sets” for their generator engine

turbochargers.

• Thought I’d share something that has been widely used on

safety critical engines in the oil and gas market but is now

being embraced in other industries.

• With the swing sets in place, they saved over 68% on the

overhaul cost of their turbocharger and the work was

completed whilst the vessel was being unloaded, meaning no

disruption to their schedule.

• Having several similar sets the same is a quick win, with huge

savings and little to no downtime.

Cont’d…


Volume 1

http://bartechmarine.com/ae4-engine-test/


• Let us explain in diagram form:

Traditional approach for every overhaul;

The swing set model is nothing new, but seems to be underutilised:

Cont’d…


Volume 1

http://bartechmarine.com/wp-content/uploads/Traditional-approach.jpg

http://bartechmarine.com/wp-content/uploads/Swingset-approach.jpg


• Sometimes “service exchange units” are available, but they

don’t offer the same cost savings.

• When you re-utilise an overhauled assembly from the original

engine, you’ve got the peace of mind and reassurance that

it’s going to be right.

• With the swing set in place, you’ll also have your own spare

assemblies available to react to any breakdowns.

• The beauty of this process is that it's not just applicable to

turbo cartridges, you could benefit from swing sets on cylinder

heads, injectors, water pumps, fuel pumps, or any other major

assembly.

• If you’ve got three or more of the same engines, regardless of

your industry, you could make huge savings, just by using this

approach.


Volume 1

Engines• Starter Motor Failure

• We have had a few problems to deal with after supplying an

overseas Navy with a starter motor which isn’t performing its

function, namely starting the engine!

• When it comes to our responsibilities and due diligence, we

take things very seriously, so as soon as the starter motor

came back to our workshop we carried out a full

investigation.

• As you’d expect, the Navy are very keen to get their motor

repaired and sent back, but we don’t want to do that just

that.

• Why?

• Because we’ve inspected and investigated it thoroughly and

the damage has been caused TO the motor and not as a

material or assembly problem.

• We could just overhaul it and return it.

• But if we do that, then the chances are the starter motor will

just fail again. We won’t have dealt with the root cause of the

problem. Cont’d….


Volume 1

Engines• Starter Motor Failure

• Having seen a video from the vessel, it looks like there is a

problem with the starter ring or flywheel which is stopping the

starter motor pinion after it has been engaged for a few

seconds.

• So, working with the customer we’ll get to the bottom of the

issue, and we’ll solve it.

• It might take more time, but there isn’t an alternative –

papering over the cracks doesn’t serve anyone well in the

long run, and our aim is to ensure that you can have

confidence and reliability in your engines.

• You can’t do that if you just Sellotape over problems, so that’ll

never be our approach.

• Would you go for the "quick fix" or the real solution?


Volume 1

• Cracked Crankshaft

• A few weeks ago one of our customers experienced a costly

addition to an engine overhaul which also put the completion

date back, meaning more downtime and going over the

original budget.

• It could have been avoided, by dealing with what caused the

problem before it became a big issue. It’s not the first time

we’ve seen this sort of thing happen, so I’ve put together this

90 second video here - cracked-crankshaft

(http://bartechmarine.com/cracked-crankshaft/) with more

information on how you can reduce the risks of you

experiencing the same fate.

• After watching the video, contact us if you need further

advice to protect your engine.


Engines

Volume 1

http://bartechmarine.com/cracked-crankshaft/

mailto:[email protected]?subject=Enquiry from engineer's resource booklet

• Crankcase Repair

• Is your engine at risk due to crankcase corrosion?

• You might not be aware, but there’s an avoidable problem

with the crankcase on most standby engines, and often, it’s

because of anti-freeze.

• As standby engines aren’t used that often, water sits in the

coolant system for extended periods of time. If you haven’t

maintained the right concentration of anti-freeze, the water

begins to attack the cast iron, and – if left unchecked – will

weaken the engine to such a degree that you’re risking a

major engine failure.

• The most common place for corrosion is the bottom of the

cylinder liner bore, also known as the e-bore. When corroded

crankcases are discovered they’re often deemed unfit for use

and discarded, but the issue here is that replacements are

expensive and hard to come by.

Cont’d


Engines

Volume 1

Engines• Crankcase Repair

• Over the years, we’ve come up with our own 5 stage solution

to this problem:

• Firstly, we identify the corrosion in the crankcase and whether

this repair is right based on the engine output.

• We would not use this process for high performing engines,

which operate at higher speeds, under higher pressures.

• A vital stage of the repair is the preparation - we prepare the

surface of the crankcase to ensure that it forms a sound bond

with the material.

• We then use epoxy resin reinforced with silicon steel alloy so

add material back to the crankcase.

Cont’d…


Stages 1 to 4 of Bartech Marine Engineering's 5 Stage crankcase repair solution.

Volume 1

Engines• Crankcase Repair

• Even when dried, the resin will not form a perfectly smooth

surface, which means that a critical part of the process is

machining it to the right specification, within new tolerances.

• After final inspection and measuring, we’ll install liners and

then carry out a pressure test to ensure that the O-rings are

sealing properly with the new surface.

• The result? Well, on the case we’re working on right now,

we’ve saved our client 83% by working on their original

crankcase and not sourcing them a replacement.

• In this case, it does pay to consider all options; our advice

here is to make sure that if you are going to extend the life of

your existing crankcase, you do it properly.


Volume 1

Engines• The mistake with increasing your engine speed

• Last week one of our engineers returned from a site, having

finished a service on a Cummins driven generator.

• And whilst he was there, he was asked to assist with some

monthly tests on the Dorman driven fire pumps.

• There was a problem.

• One of the pump engines was shutting off before it got to full

speed.

• Our engineer asked a few questions about the history of the

engine, and it turned out that the speed had been raised

from 1,500RPM to 1,550RPM.

• Raising the speed of an engine without a full understanding of

the engine set-up is a dangerous thing.

• Whilst the electric overspeed device’s limit had been

increased to take into account the latest engine speed, this

hadn’t happened with the mechanical/hydraulic trip.

•Copyright © 2017Bartech Marine EngineeringAll rights reserved

Volume 1

Engines• The mistake with increasing your engine speed

• The result? The air flaps were engaging before the engine could get to full speed, and that was starving the engine of air.

• Once we’d worked that out, it was a relatively simple adjustment that meant the engine could run at its new speed, whilst still being protected if it started over speeding.

• If you ever want to adjust the speed of your engine, it’s vital to take all the elements into account before you do.

• And if you go ahead and do it, please ensure that all the supporting devices are altered to – it’ll save you some time and money!

• In light of this experience, we’re currently in the process of putting together a recommended testing procedure to help people test their overspeed devices.

• If you would be interested in this, please let us know on 01206 791552 or email us [email protected].


Volume 1

mailto:[email protected]

Governors• To some engineers, the governor is still a mystery, and if

you’ve seen inside a Woodward PGA governor, you’ll

appreciate why.

• There are many hundreds of tight tolerance components

that work together to adjust the fuel according to the

engine load, maintaining engine speed. Therefore I’ve seen

it referred to as the “Brain of the Engine”.

A selection of the parts I’m referring to

• Because of the importance of the governor, maintaining it

is key, with the OEM recommending overhaul and

calibration every 25,000 running hours or five years of

operation (whichever comes first).

• If your governors are outside of the recommended overhaul

schedules, or not giving the engine control you need, we

can utilise our in-house governor bay to test, overhaul or

build governors to original specifications.


Volume 1

Governors• Governor’s Droop

• We’re in the middle of building a service

exchange Woodward UG10L governor for a Malaysian

shipping company and whilst confirming the specification

we realised not everyone is aware of one of the key settings

for their engine control.

• When replacing a governor, or any major assembly for that

matter, there is always the risk that it may have been

modified to overcome some performance issues.

• Although we had the original specification from the OEM,

which stated zero droop, we needed to check that the

current governor hadn’t been modified or adjusted.

• During the communication with the client, it became

apparent he didn’t know whether it had been changed, or

even the importance of governor droop.

• We realised that he wouldn’t be alone, so thought it would

be useful to make everyone aware of the role your governor

droop plays in case you have any problems now, or in the

future.

Cont’d…


Volume 1

http://bartechmarine.com/woodward-governor/


• Here’s what Woodward have to say:

“Droop is one method of creating stability in a governor. It’s

also used to divide and balance load between units driving

the same shaft or paralleled in the electrical system.

• Droop is the decrease in speed that occurs when the

governor output shaft moves from the minimum to the

maximum fuel position in response to a load increase,

expressed as a percentage of rated speed.

• If instead of a decrease in speed, an increase takes place,

the governor shows a negative droop. Negative droop will

cause instability in a governor.

• Too little droop can cause instability in the form of hunting,

surging, or difficulty in response to a load change. Too

much droop can result in slow governor response in picking

up or dropping off a load.

Cont’d…


Volume 1


• Using an example where the governor speed is 1500 rpm at

no load and 1450 rpm at full load, droop can be

calculated with the formula:

• %Droop = No load speed – full load speed x 100

• full load speed

• %Droop = 1500 rpm – 1450 rpm x 100 = 3.5%

• 1450 rpm

• If the decrease in speed is greater than 50 rpm when the governor output shaft moves from the minimum to the maximum fuel position, droop greater that 3.5% is shown by the governor.

• If the decrease in speed is less than 50 rpm, droop less than 3.5% is shown by the governor.”

• For more information on our governor support click here,


Volume 1

http://bartechmarine.com/diesel-engine-governors/

Re-engineering and Machining Solutions• Caterpillar 3616 Overhaul – Small End Bush 4P6125

• I’ve had a few interesting conversations with a contact

at an overseas textiles mill and during one of those

conversations, I formulated a plan to help him save

£64,687 during his engine overhaul.

• It kind of goes without saying that he was pretty

pleased (and amazed!) that this was possible, so I

thought I’d share the simple idea that created that

saving – even if you don’t have any Caterpillar engines,

it has the potential to help you make huge cost savings.

• Our client has 4 Caterpillar 3616 engines on site and as

part of a major overhaul, the connecting rods needed

to be changed.

• The more expensive option would have been to

purchase new rods, which would have cost him

£7,099.83 each.

Cont’d…


Volume 1


• The less expensive option was to purchase reconditioned

rods – more reasonable at £4,417.69 each, but still a

whopping £70,683.04 for a complete set.

• We went back a stage. I asked why he was planning to

change the connecting rods, and he explained that the

small end bush was now out of specification. He’d tried to

change the bush on its own in the past, with disastrous

effects.

• You see, the team who’d fitted the new bush hadn’t

bored it after it was fitted, and consequently, there wasn’t

enough oil getting to the gudgeon pins, which eventually

resulted in a piston seizing up.

• After this expensive error, he felt the only option was to

change them out on the next engine overhaul, – but he

didn’t need new rods (or even reconditioned ones), he

just needed to inspect and overhaul the connecting rods,

replace all small end bushes and – crucially – have them

bored to OEM specification. Cont’d…


Volume 1


• The cost? £5,996.04 – a 91.5% saving on what it would

have cost to purchase new ones.

• The reality is that there are plenty more savings that can

be made in engine maintenance and assembly, but

the key is knowing how things can be done more

affordably whilst still being done safely and to the OEM

standard.


Volume 1

http://bartechmarine.com/wp-content/uploads/small-end-bushes-cat-3616.png

Re-engineering and Machining Solutions• Detroit 16V71 Oval Conn Rod Correction

• As you know, we believe that carrying out your own

inspections is vital.

• Just as vital, is reducing your dependence on your

incoming spares matching up with the new

specifications, even if you order them from the OEM.

• This week, we’ve been dealing with another situation

that cements this fact, although this time, we’ve been

able to bring the parts back into specification with the

backing of Bureau Veritas.

• Whilst our client’s OEM has quarantined all their stock of

connecting rods, and they’ve been unable to commit

to resupplying them, we’ve been able to get the engine

overhaul back on schedule by using our reworking

capabilities and using our specialist engine knowledge.

• We’ve put together a short clip that shows you how we

reduced the engine overhaul schedule by over two

months; click here, or visit YouTube and search

channels for Bartech Marine Engineering.


Volume 1

https://www.youtube.com/watch?v=4dSBWTNZxXg?ecver=2

Re-engineering and Machining Solutions• Detroit 16V71 Oval Conn Rod Correction

• The chances are that if these connecting rods had

been fitted without being fully inspected, the freshly

overhauled engine would have been written off,

causing some serious expense for our client.

• Regardless of the scope of work, if you’ve got people

working on your engines, we suggest you insist on

measurement sheets and test sheets to reduce your risk

of significant downtime and cost.


Volume 1

Re-engineering and Machining Solutions• Magnetic Pick Up Repositioning

• We’ve just finished helping a major client after it was

found their engine wasn’t as protected as they thought

and wondered how many other people are in a similar

position?

• It was a safety critical engine, designed to run to

destruction, but NOT during the regular running tests.

• Therefore, they needed the engine protection, which

wasn’t as straightforward as it could have been!

• The simplest way to protect the engine “over-speeding”

was to use a magnetic pick up (MPU) which would

check the speed and send a signal to the control box

for an immediate shutdown.

• Normally the MPU is fitted in the bell housing, where it

detects the engine speed from the tip of the flywheel

teeth, but because of site restrictions this wasn't an

option.

Cont’d…


Volume 1

Re-engineering and Machining Solutions• Magnetic Pick Up Repositioning

• Instead the MPU had to be installed at 90 degrees and

operate off the side of the teeth and as this was not the

designed set-up, an extensive proving process had to

be followed to satisfy the Management Of Change

(MOC) protocol.

• If you’ve ever been involved in a MOC process, you’ll

know how involved they can be and this was no

different, including the use of an oscilloscope to

confirm the MPU readings during a mock-up of the

engine set up using our test rig, click link for the video or

find us on YouTube. Magnetic Pick Up Repositioning

• Last week we shared some information on an oil

condition sensor that can give you live information

warning of an up-and-coming problem, but what if

there is an immediate major problem, like the engine

running away?

• If anything like this was to happen, then you’d want

more than a warning light, or indicator, you’ll want the

engine to be protected and shut down as quickly as

possible.Copyright © 2017Bartech Marine EngineeringAll rights reserved

Volume 1

https://youtu.be/dro4viKpxHU

http://bartechmarine.com/real-time-oil-condition-monitoring/

Re-engineering and Machining Solutions• In House Tolerance Checks.

• Have you heard of the carpenters’ saying, “measure

twice, cut once”?

• It’s not just applicable to wood, and if your company

isn’t living by this principle, then it might be time for you

to have another look at your processes.

• Last week, this approach saved our client from a major

problem. Allow me to explain:

• We were changing the idler gear bushes from a

Caterpillar 3616 engine, but before fitting one of the

new bushes (supplied by the OEM) we found it had

been pre-machined out of tolerance.

• You might think that a new part coming directly from the engine maker’s stores would be perfect, but unfortunately, even with their internal QA procedures, things slip through the net.

As the saying goes, never assume, or…well, you know the rest.

Cont’d…


Volume 1

Re-engineering and Machining Solutions• In House Tolerance Checks.

• Had we installed that new bush, the gear backlasheswould have been out, which could have led to thembreaking up and worse - that’s why it’s vital thatmeasurement takes place, even when you’re prettymuch certain that there’s no need for it.

Gary, our Senior Machinist measured the bush as soonas it arrived, before fitting it in an idler gear formachining to a tolerance of +/- 0.02mm.

• The cat 3616 bush was determined to be too thin,

making the bore oversize.

• This initial inspection meant we spotted the problem

before the parts were used – and way before the gears

were fitted back to the engine.

• This highlights the importance of a thorough inspection

process and the need to get measurement data from

your suppliers.


Volume 1

http://bartechmarine.com/wp-content/uploads/Bush-measuringa.jpg

Re-engineering and Machining Solutions• Bartech Fuel Pipe Manufacture Range

• We have the capabilities to manufacture a wide variety

of single skin and sheathed fuel pipes to suit your

requirements.

• If we do not have the particular pattern in stock, we

can recreate a sample provided by the customer or

visit the engine to which the pipes are to be fitted, and

create a bespoke pattern.


Volume 1

Re-engineering and Machining Solutions• Bartech Fuel Pipe Manufacture Range


Volume 1

http://bartechmarine.com/wp-content/uploads/fuelpiperange.jpg

• Removing safety risks with special tooling

• Last week we had to put our engineering brains to

good use to give our client a safe alternative to the

current practices, and thought you’d like to see the

results.

• Having attended a vessel to service the main engines,

we found that it had been adapted to drive a hydraulic

pump from the free end, which meant the barring tool

had been removed from the damper.

• This is the normal set up compared to arrangement we

found:

• Without this flange, the crew have been barring the

engine over using a crow bar in the union joint for the

propshaft. Not something we would recommend!

Cont’d…


Re-engineering and Machining Solutions

Volume 1

• Removing safety risks with special tooling

• As the only OEM recommended method of barring the

engine had been removed, we had to come up with a

safe alternative.

• Combining our engine knowledge and in-house

manufacturing capabilities, we have designed a

prototype tool, utilising the drive coupling for the pump,

which looks like this and sits in the hole shown with the

socket below:

• Gary, our senior machinist, didn’t want us to show this

photo as it’s still in the prototype stage and not up to his

finished standards.

• We, on the other hand, thought this may be useful in

case you too needed an engineering solution to be

able to operate safer.


Re-engineering and Machining Solutions

Volume 1

Critical spares holding

• We’re in the middle of some routine maintenance on

Waukesha and Mirrlees injectors, but we’ve just identified an

issue that has ended up causing them a great deal of

unforeseen downtime.

• The injectors are struggling to atomise the diesel – so poor to

no combustion in those cylinders.

• The nozzles need replacing, but having spoken with the

manufacturer, they are now out of production.

• They are prepared to make some more, but our client will

have to order at least 50 and wait 15 weeks for them to be

manufactured.

• There is no other option. They’ll have to wait. Which is going to

cause them more delays, more stress and ultimately, more

money.

• We don’t want a similar thing to happen to you because it

isn't affecting just injector nozzles.

Cont’d…


Volume 1

Critical spares holding

• How would you deal with that situation? Do you have the

cover or spares for critical engine parts?

• Long lead times are the killer here, so our advice is:

• If possible, have adequate spares in stock

• Regularly maintain and inspect to ensure you are aware in

advance of the need for replacements.

Waukesha Injector Nozzles


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Oil Condition Monitoring

• Following on from our visit to Seaworks last week, we

wanted to let you know about a new product that we

think could be beneficial for you, and help you keep

your engine operational.

• We have seen far too many engines suffering

completely avoidable and preventable major damage,

so we’re doing something about it.

• To avoid this kind of major damage, you generally

need two things:

• Correct information on critical performance made

available

• This information is analysed and interpreted to identify

potential risks

• One of the basics of engine maintenance is oil

sampling. The contents of the lube oil can provide a

huge amount of information, primarily if there is any

metal from bearing wear or other component damage.


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• During our visit to Seaworks, we found another way to

check the oil without the cost and inconvenience of oil

sampling.

• It’s an oil condition monitoring sensor which will

constantly check the oil for metal and moisture

content, providing live feedback to a traffic light

display, or your control panel.

• GS condition-4212 i Industrial Oil Condition Monitoring

Sensor

• One of the basics of engine maintenance is oil analysis.

• The contents of the lube oil can provide a huge

amount of information, including early warning signs of

bigger problems.

• If high levels of metal are present, this would normally

indicate bearing wear or other component damage.

Both cause for concern.


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• The frequency of oil sampling will depend on the

engine use, but we know clients who carry this out

every 2 months as part of their maintenance schedules.

• We can offer another way to check the oil without the

cost and inconvenience of oil sampling.

• It is an oil condition monitoring sensor which will

constantly check the oil for metal and moisture

content, providing live feedback to a traffic light

display, or your control panel.


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• These sensors can be used as an indicator for further

investigations, or maybe a more in-depth oil sample

analysis is called for. How much could you save by

reducing the amount of routine oil sampling currently

being carried out, whilst getting the security of live

analysis?

• There are two options, click the links below or visit our

website to see the datasheets for each.

• 4212 Oil Debris sensor-Standard

• 4212 Oil Debris sensor-Industrial

• We have seen too many engines suffering major

damage, knowing it could have been prevented if only

the following was implemented:

• Correct information on critical performance made

available

• This information is analysed and interpreted to identify

potential risks

Cont’d…


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http://bartechmarine.com/wp-content/uploads/4212-Oil-Debris-sensor-standard-Data-sheet.pdf

http://bartechmarine.com/wp-content/uploads/4212-Oil-Debris-sensor-Industrial-Data-sheet.pdf


• Whilst we have helped clients with the manufacture

and installation of gauge panels which give better

visibility of various temperatures and pressures around

the engine, this sensor can be used as an extra

measure to offer a significant warning signs.

• We can supply these under the list price.

• Click here to enquire, call us on 01206 791552, or visit

bartechmarine.com.


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Turbocharger Maintenance Guide• Often, the turbocharger maintenance routine given

with the engine is to “inspect” or “overhaul” at set

intervals, but this won't always be optimum for

performance, or your budget.

• The guidance is based around the other parts of the

engine and not necessarily what's best for the turbo

and we all know a poorly maintained turbo will add

more cost to you with inefficient engine performance

and more intrusive maintenance.

• For more useful information on turbo overhaul

periods, we’ve put together a summary of

maintenance periods for some common models.

If yours isn't on there, just contact us with your model

type and we'll be happy to help.


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Summary• We hope that you have found this booklet

useful and take something away that will help

you and your business.

• If you have queries on any of the articles or

require information on how we can help you

specifically, please give us a call or send an

email over and we will be more than happy to

help.

• Click here to enquire, call us on 01206 791552,

or visit bartechmarine.com.

If you would like a printed version, please send your

address details to [email protected] requesting

a copy and we’ll get one out to you.


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Engineer Resource - Bartech Marine

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