Diesel After-Sales Service

Service Bulletin ZAS–1.2

Technical Information to all the Owners 02.02.96
of Sulzer ZA 40S Type Diesel Engines (Supersedes Bulletin
ZAS–1.1 dated 20.10.93)

Cylinder Liner Overhaul

Contents: Page

– INTRODUCTION 1

– 1. REMOVAL OF WEAR RIDGE 1

ON CYLINDER LINERS

– 2. DEGLAZING OR RE-HONING 2
OF CYLINDER LINERS

– 3. TYPES OF CYLINDER 2
LINERS AND O-RINGS

– 4. CYLINDER LINER 4
LUBRICATION

– 5. CYLINDER LINER 6
INSULATION
28.30.07.40 – Printed in Switzerland

– 6. SERVICE BULLETINS 7
VALID FOR
ZA 40S ENGINES

New Sulzer Diesel Ltd Diesel After-Sales Service PO Box 414 CH-8401 Winterthur, Switzerland
Phone: (052) 262 80 10 (24hours) Telex: 896 659 NSDL CH Telefax: (052) 213 94 83
INTRODUCTION
This bulletin informs you about the latest type of cylinder liner insulation to achieve optimum
running conditions and also about the removal of the wear ridge on the cylinder liner running
surface, which should be carried out during the overhaul of an individual unit.
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. REMOVAL OF WEAR RIDGE ON CYLINDER LINERS

With reference to the Maintenance Manual (section 2105) we would like to give you further
information about the importance of removing the wear ridge on the cylinder liner running surface
at the Top Dead Centre of the top piston ring, before the piston is withdrawn.
When fitting a new piston ring set to pistons which will have to run together with already used
cylinder liners or when complete pistons have to be installed in liners already in use etc., it is
necessary to remove such wear ridges with an appropriate tool.
The respective instructions on how to remove the wear ridge are given on the upper part of
enclosure ZAS-1.2 / 1.
By this measure the following targets will be achieved:

⊕ Prevention of any damage of the cylinder liner running surface due to using handgrinders.
⊕ No knocking of a newly fitted top piston ring against the wear ridge.
⊕ No twisting of a newly fitted top piston ring by the wear ridge with increased blowby.
⊕ The runningin of new top piston rings in used cylinder liners is ensured without running
into problems.
Reason for not having the groove machined in new liners from the beginning:
 Tolerances of individual components.
 Difference in compression ratio for different engine ratings = variation in TDC height of
top piston ring and, therefore, wear ridge position.
1.1. Remachining of the Wear Ridge
In the region of TDC of the piston ring, a ridge will become evident in the course of time due to liner
wear.
During the time of a piston overhaul, removal of the wear ridge must be carried out b e f o r e the
piston is withdrawn (also during inspections of individual pistons). The wear ridge has to be
removed with the aid of a special milling tool as shown on the sketch on the lower part of enclosure
ZAS-1.2 / 1. On enclosures ZAS-1.2 / 2 and ZAS-1.2 / 3 you will find the milling instructions of the
improved Chris-Marine wear ridge milling machine type VKS 40 with new dial gauge device to
adjust to the correct position height.
Please note:If milling work is carried out with the liner remaining installed in the engine, the
utmost care must be taken to protect the crankshaft and piston, i.e. to prevent milling dust from
entering into lubricating bores.
After finishing such jobs the utmost care must be taken that a l l milling residues are removed
from the crankcase!
In the event that there is no milling tool available on board or on site, such a special milling tool
(Code No. 9421.09) can be ordered through the New Sulzer Diesel After Sales Service or their
Representatives.

1/8 Service Bulletin ZAS–1.2

2. DEGLAZING OR RE-HONING OF CYLINDER LINERS
Basically the running surface of a cylinder liner does not require de-glazing or honing at the time of
a piston overhaul, as the new piston rings are provided with a profile for running-in. However for all
practical purposes, we would normally allow for a few deglazing strokes at that time (single
scratches caused by foreign particles can be tolerated).
Very light scoring stripes, if any, can be removed by honing. However, a cylinder liner with
pronounced scoring or especially scuffing stripes, with martensite formation (white layer) should
not be re-honed and re-used as there is a chance of breaking-out of brittle particles later on in
service.
When re-honing, the limiting diameters at point A and B-D are to be considered for re-use (see
Maintenance Manual group 0352, sheet 2A).

Required surface roughness after honing: Ra = 0.8 – 2.0
m or 32 – 80
inch

Preferably, the lower figures should be achieved.
Grain size of honing blocks: 60
For the above purpose, a new Chris-Marine Deglazing and Honing Machine Type DS is now
available with flexible head and shorter stones (125mm length only).

Please refer to enclosure ZAS-1.2 / 4

3. TYPES OF CYLINDER LINERS AND O-RINGS

With our Service Bulletins ZAS-1.1 and ZAS-10, we informed you about the introduction of a new
type of cylinder liner with only one O-ring groove (sketch 3 overleaf) at the middle and the lower
sealing surfaces.
In the same Service Bulletins, it was also mentioned that the previous type of cylinder liners with
double O-ring grooves can be refitted with only one O-ring each in the upper grooves of the middle
and lower part, provided that the sealing faces for the O-ring in the groove and in the bore of
the engine block are in a satisfactory state.
If any of the above sealing faces is found in an unsatisfactory or doubtful condition, for example as a
result of insufficient cooling water treatment and/or too low water pressure, two O-rings should
again be fitted in the middle and lower part, as before, to avoid possible water leakages. Therefore
the latest version of cylinder liner (sketch 4) has, in addition to the advantages of the previous type
(sketch 3), again two O-ring grooves in the middle and lower part.

2/8 Service Bulletin ZAS–1.2

 Please note:
Make sure that the O-rings are made from ”VITON” according to New Sulzer Diesel quality as
well as material standards and specifications.
Practical hint:
Grease new O-rings with, for example, Molycote 111 or equivalent prior to fitting. This will reduce
the possibility of an O-ring twisting during cylinder liner fitting.

1 2 3 4

Type 630 Type 630 Type 546 Type 915

t t t+ t+

1) Original cylinder liner design with double Oring arrangement

2) Original cylinder liner design with only the u p p e r Orings fitted
3) Present cylinder liner design with single Oring arrangement and increased wall thickness "t +"
4) Present alternative cylinder liner design with double Oring arrangement and
increased wall thickness "t+" (mainly introduced for spares for original type)

3/8 Service Bulletin ZAS–1.2

3.1 Reconditioning
Furthermore, should the O-ring grooves of the middle part of a cylinder liner type 630 require
reconditioning, re-machining can be carried out to oversized grooves applying oversized O-rings
as per sketch below.
O-ring size to be used with oversized grooves: Ø 435 x 8 or Ø 444 x 8.

A A

4. CYLINDER LINER LUBRICATION

Cylinder liners manufactured now for ZA 40S engines have a new positioning for the cylinder
lubricating points, i.e. at 19 instead of the previous 45.

New Position of Lubricating Oil Bores

Previous Design New Design


45  19

Transverse Axis Transverse Axis

Spares supply of original cylinder liners will in future also be the version with the lubricating points
19 offset from the transverse axis and will be supplied together with two modified lubricating oil
pipes (different for In-line and V-version).
For your information please refer to the sketches overleaf.

4/8 Service Bulletin ZAS–1.2

Cylinder Lubricating Oil Pipes as supplied with New Cylinder Liner Type 546 or 915
(suitable for In-Line Version ZA40S Engines)



Cylinder Lubricating Oil Pipes as supplied with New Cylinder Liner Type 546 or 915
(suitable for V-Version ZA40S Engines)



5/8 Service Bulletin ZAS–1.2

5. CYLINDER LINER INSULATION

5.1. Length of Insulating Tubes

To achieve optimum running conditions we have introduced lengthened insulating tubes (from
110mm to 160mm as shown on enclosure ZAS-1.2 / 5) in the cylinder liner cooling bores of original
type 630 some time ago.
We recommend fitting these longer insulating tubes to the cooling bores wherever a cylinder liner
has to be removed (but is still good for further use) or for any replacement.
However, it has to be verified whether new cylinder liners are already equipped with long (160mm)
insulating tubes by inserting a wire from the bottom and checking if the length from the bottom of
the lower spring dowel pin to the top of the upper spring dowel pin is 200mm (only 150mm with
insulating tubes of 110mm).
On the other hand, we strongly recommend fitting these longer tubes as soon as ovalisation of the
cylinder liner at measuring point A or above (see Maintenance Manual, section 2105) can be noted.

5.2. Checking of Condition of Insulating Tubes

We also recommend to check the condition of the insulating tubes at every cylinder liner
withdrawal.
Should any blistering on the inside wall of the insulating tubes be observed, the insulating tubes
should be replaced in order to avoid any obstruction to the cylinder cooling water flow.
Since the lower spring dowel pin has to be removed before the tube can be extracted we recommend
to replace the upper and lower spring dowel pins at the same time.

5.3. Replacing the Insulating Tubes

To replace the insulating tubes the cylinder liners have to

be withdrawn from the engine. Then proceed as follows:
• The centrepin inside the extraction tool is pulled back
out of the pincertype end of the tool.
• The extraction tool is then inserted into the cooling
Upper spring bore through the lower spring dowel pin.
dowel pin • Once the outside edges of the tool's end have fully
passed the lower spring dowel pin, the centrepin is
pushed forward.
• By means of the strikerpiece the spring dowel pin is
Insulating hammered out.
tube • The old insulation tube can best be removed with the
aid of a screw tap to which a steel handle is welded on
to the tap's shaft end. The tap should have a slightly
larger diameter than the inside diameter of the tubes.
The tube can be pulled out after the tap has been
Lower spring forced into the tube by a few turns.
dowel pin • The new tubes are pushed into the cooling bores with
the fitting tool until the tool's end is in contact with the
upper end of the cooling bore.
• The fitting tool is then used to insert the lower spring
dowel pin. The pin has reached the correct position, if
the end of the fitting tool has reached the upper end of
the cooling bore.

6/8 Service Bulletin ZAS–1.2

For your information we would like to draw your attention to the sketch below, which shows you
the special extraction tool (A) and the fitting tool (B) for the spring dowel pins.

A. Extraction Tool for Spring Dowel Pins

Hand Grip Fast Coupling Socket Fast Coupling Nipple Striker Piece Sleeve Pincer-end Centre-pin

B. Fitting Tool for Spring Dowel Pins

Length for fitting the
upper spring dowel
a = 43 -+ 0,2 mm

15
Length for fitting the
a lower spring dowel
500 +
a = 223 - 0,2 mm

REMARK: It is of utmost importance to purchase spare parts from reputable manufacturers

applying current material, design and manufacturing technology.
Genuine spare parts for ZA 40S engines, the necessary insulating material as well as the special
tools for removing and fitting of the insulating tubes are available from:
New Sulzer Diesel France S.A., Mantes, Telephone: 01-34 78 88 00 / Telefax: 01-34 78 88 05
or New Sulzer Diesel After Sales Service, Winterthur and any of their Representatives.

6. SERVICE BULLETINS PUBLISHED FOR ZA 40S ENGINES

We have so far published the following Service Bulletins which are valid for ZA 40S type engines:

Z–6.2 dated 31.07.92 / Assessment of Main and Connecting Rod Bearings

Z–7 dated 19.07.85 / Flushing Instructions
Z–8.1 dated 13.12.91 / Undersized Bearings and Reconditioning of Crankshafts
Z–9.2 dated 28.09.93 / Lubricating Oil Treatment and Requirements
ZAS–2 dated 06.11.92 / Grinding of Inlet / Exhaust Valves and Seats, New Valve Seat and
New Relief Valve Design
ZAS–3 dated 10.06.93 / Oil Scraper Rings
ZAS–4.2 dated 22.03.95 / Top Piston Ring
ZAS–5 dated 03.12.93 / Instruction for Testing of Fuel Injection Nozzles
ZAS–6 dated 01.04.94 / Ring for Rotating Piston for ZA 40S Type Engines
ZAS–7 dated 05.04.94 / Adjustments and Maintenance Requirements
on Oil Mist Detector

7/8 Service Bulletin ZAS–1.2

ZAS–8 dated 05.04.94 / Turnomat for Exhaust Valves and Rotocap for Inlet Valves on
ZAS-Type Engines
ZAS–9 dated 01.06.94 / Exhaust Pipe Expansion Bellows
ZAS–10 dated 01.08.94 / High Temperature Cooling Water System
ZAS–11 dated 01.03.95 / Cylinder Liner with a Thread in the Upper Part of the Bore
ZAS–12 dated 01.03.95 / New Spindle Design for Pressure Control Valve KS 87085
ZAS–13 dated 31.03.95 / New Inlet Valves
ZAS–14 dated 01.06.95 / New High Pressure Fuel Pipe Assembly
ZAS–15 dated 10.08.95 / New Fuel Injection Nozzle Specification
ZAS–16 dated 10.08.95 / Flow Control Valve KS 72126 for Cylinder Lubrication
ZAS–17 dated 03.11.95 / ABB-Turbochargers Type VTR ..4
Introduction of Advanced Types of Bearings and Centrifuges
ZAS–18 dated 17.11.95 / Tightening Instructions
ZAS–19 dated 17.11.95 / New Piston Ring Fitting Tool
ZAS–20 dated 17.11.95 / New Spring Cage KS 28042 for Rocker Gear
Should you not be in possession of the above mentioned documentation suitable for your plant,
kindly contact your local New Sulzer Diesel representative for your copy.

ENCLOSURES: as mentioned in the text

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 ZAS–1.2

 REMOVAL OF CYLINDER LINER WEAR RIDGE

ø 402,5 mm

after removal

prior to removal

1...1,5 mm
Ø TDC

Top Piston Ring

Above removal of wear ridge to be carried out at

f i r s t renewal of piston rings.
A repeat could be required later on with increased
diameter of liner or after service with an exchange
piston.
Appropriate device:
Sulzer Milling Tool Code No. 9421.09 (please
refer to Maintenance Manual).

MILLING TOOL (CODE NO. 9421.09):

CHRISMARINE WEAR RIDGE MILLING MACHINE TYPE VKS 40

Service Bulletin Enclosure ZAS–1.2/1

CHRIS MARINE WEAR RIDGE MILLING MACHINE VKS 40

MILLING INSTRUCTIONS

Remove the arm and stopper unit (11) from the

milling motor by unscrewing the handle (12).

Insert the milling motor into the holder (13), and

reassemble the stopper unit (11).

Before securing the milling motor with the screws

(14), make sure that the stopper (15) touches the
milling cutter both at the bottom and at the side. If
adjustment is necessary, loosen the screws (16).

Turn the knurled cylinder (18) clockwise and the

feeding screw (4) also clockwise, until the machine
can be lowered into the cylinder without problems.

Turn the knurled cylinder (18) anticlockwise until the

guiding wheel (20) is in contact with the liner wall.
Turn the cylinder two more turns to make sure that the
built in spring is activated.

Loosen the handle (21) and adjust the milling cutter

height position with the wheel (6).

The height position is correct when the dial gauge

(23) makes a sudden step, indicating that the wear
ridge has been passed.

Service Bulletin Enclosure ZAS–1.2/2

If the relation between the groove position and the
dial gauge needs to be changed, use the stop screw
(24) to raise the height position of the groove.

Before grinding, loosen handle (12) and swing the

arm and stopper unit (11) away from the cylinder
wall.

For extended working range, the complete motor

holder (19) can be raised or lowered by loosening the
screws (22).

NOTE: BEFORE CONNECTING THE MACHINE

TO THE MAIN AIR SUPPLY, MAKE SURE THAT
THE MILLING CUTTER IS NOT IN CONTACT
WITH THE CYLINDER WALL

Connect the three hoses (25), (26) and (27) to the foot
pedal and filter / oil mist lubricator. Make sure that
the air flow direction is correct (arrows on the filter
unit). Put a few drops of oil into the air hose and
connect to the milling motor.

Please note:
Previous executions of this wear ridge milling machine not being equipped with a
stopper unit (Item 11), also called wear ridge detecting template, can be retrofitted.

without stopper unit with stopper unit

Service Bulletin Enclosure ZAS–1.2/3

CHRIS-MARINE DEGLAZING AND HONING MACHINE TYPE DS

Practical hints:
Apply diesel oil (not lubricating oil!) for cooling and clean surfaces later on carefully and
thoroughly with, for example Electro cleaner, to remove any honing particles, which
later on in service will cause scratches.
IMPORTANT:
To avoid any kind of contamination of the crankcase, a catching basin can be attached on
the bottom of the cylinder liner (please refer to sketch below) and the crankpin bearing
assembly should be covered with rags.

ÏÏÏÏÏÏÏÏÏÏ
Catching basin
ÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏ
Lower part of the cylinder liner

Service Bulletin Enclosure ZAS–1.2/4

 ZA 40S TYPE ENGINES
IMPROVED INSULATION OF 630 TYPE CYLINDER LINERS

Previous design

New design

Dowel pin must

not protrude!

Service Bulletin Enclosure ZAS–1.2/5