I wonder if this could be an option for huge mining machine engines? Was watching a show about the world's largest ice breaker, Umiak 1, that carries $125 mil. worth of nickel concentrate every load (30,000 tons) and operates in Canada. It has a 30,000 HP engine that never needs an oil change and is the largest engine in Canada. It holds 30,000 litres of oil that goes into a sump and is then filtered before going into the engine. Oil samples are taken and the oil can be purified if necessary. They go into the crankcase of the engine and wipe up all the sludge left and inspect the insides of the engine. They even look at the paint to determine if the engine had been under stress and also inspect the welds on the crankcase. Cleaning the sludge looks like one of the dirtiest jobs you could ever do. They use bundles of white rags and it's all manual wiping. Found it quite interesting.
What brand engine? Big 2 stroke? I think many locomotives do the same. When it comes to large quantities of lube oil that can get costly real quick. I suppose large piston engine power plants do the same as well, as some of those engines are the same large ones that huge ships use. The main thing to remember is all those types of engines, mostly do not work in dirty dusty conditions, unless of course its a country in a dusty desert area. And funny of course but I think Briggs & Stratton has a life time lube oil engine. Did they show checking for bed plate alignment, crankshaft distortion?
Bypass oil filters can do a lot, just ask those who make them.
That and massive centrifuges.
Just my $.02, the smaller the engine the more frequent the oil needs to be changed. More oil and more filtration can extend oil changes. However this ship is an animal all by itself and looks like they have figured out optimum uptime with a maintenance schedule.
Not even close to a locomotive engine. The biggest locomotive had about 6000 HP but were problematic. 4400 HP EMD's were good engines. This is 30,000 HP and you can't go into the crankcase of a locomotive engine. The engine is a MAN B&W-Hitachi.
These engines while enormous are not reaching RPM of smaller engines and deal with a lot less friction and heat by design. Each cylinder can be shut off for repair or maintenance while the others are still operational. With the open sump design and several oil pumps dedicated to certain parts of the engine, the oil takes less wear and tear Vs smaller engines gas or diesel. Done a few engine repairs / rebuilds in large ships, interesting process and not all that difficult the way things are set up. Actually would rather deal with monsters like this than traditional engines we encounter every day. The oil filtration systems on these set ups are severe.
Toro lawn mowers are lifetime oil.
Yeah, there are some small engines you just add oil as necessary. There's no drain plug. We bought a cheap mower and I didn't realize you just add oil if it's low. I turned it upside and it was quite the mess. There's not really a need to buy an expensive walk behind rotary mower especially if you have small yard. If the blade is sharp makes no difference if it's a $150 mower or a $500 mower. A more expensive mower might have some nice features and last longer but it doesn't cut any better. I worked at a golf course that bought a couple Honda push mowers that were the hardest to push of any mower I've ever used. Best commercial mower was a Jacobsen Commercial 20 with a 2-stroke engine made by Jacobsen. Early models had a 321 (32-1 oil mix). Later used a J501 that might have been specially made for Jacobsen by Tecumseh. They weren't cheap but you couldn't kill them. There was also a self propelled Commercial 21 but I don't think they sold that many due to cost.
I'm not sure if these engines could have cylinders disabled like the Wartzilla Sulzer engines in container ships. They turn slow but the piston speed is incredible with such a long stroke.
We bought a property that had a lombardini engine driving a water pump. This engine was also lifetime oil as when I changed the thick black sludgy substance it only ran for less then an hour afterwards before a catastrophic failure.
I was talking about the oil not being changed, in a loco engine. Yeah they are small in comparison. Like about 40,000 pounds some of them. Those big ones some are a few thousand tons or so.
Ive heard that exact thing happen with a case w20 whatever engine model they where
Some nice non detergent delo 30/40 wt.
I have had 2 engines detonate as soon as I showed them some love. An old Snapper snowblower that I thought you couldn’t kill and a Ford riding lawnmower. Figured I’d take care of them and change the oil. Both of them started up just fine, over revved and put a window in the block. Lesson learned. Treat them like crap and they run. Now, if you take care of it from day one and do regular oil changes and treat it well, never trust it. Lol
Had a '70 international pickup, same thing. Fresh detergent oil, washes all the sludge off and plugs the oil pickup strainer.
And once the goo is removed and shaken it sounds like a child's rattle toy, full of bits and pieces of valve stem seals and particles of plastic cam gear teeth. The goo kept those pieces glued locked wedged from traveling through pump.
I think cleaning the sludge out of the crankcase gets rid of a lot of the contaminates in the oil. Maybe with such a large sump the contaminated oil settles and creates the sludge and that's why cleaning the crankcase gets rid of the a lot of the contaminates. I was amazed the Big Muskie dragline held 45,000 gallons of hydraulic fluid but 30,000 litres of oil in a 30,000 HP engine is still shocking. I wonder how much oil a 109,000 HP container ship engine holds.
Unlike now---in the days of yore most typically a six or v-eight was well used by 110,000. The gray goo in the bottom of oil pan and lifter galley was tetraethyl lead, from the gas. Sometimes so thick it formed it's own KT Boundary layer. Those cylinder heads relied on leaded gas as saver of valve seats. When unleaded gas arrived those old cylinder heads with non hardened seats the valves sank in about 15,000 miles. * Diesels all the way up to 2000, average oil change was 15,000 until synthetics pushed it to 30,000 miles plus, in some cases depending GVW 75,000 miles. Two oil changes in a year. And it's goo. * Those huge engines yes mass oil and very low rpm. apple & orange.
TEL ? Cool subject This is pretty good info. At about the 10:45 ish minute area is the best. I know Pratt & Whitney wanted to lower the amount of tel because of the detrimental effect on valves.
Yes and no--Exhaust valve seats never would have gone to induction hardening process immediately following the entrance of unlead gas. As far as detonation--he would have done better explaining using the term {quench} and a diagram of quench process. There are two factors involved. How far down piston is in the bore at TDC, and head gasket thickness. The closer the deck area {flat surface top of piston} is to block deck surface plus the head gasket thickness figured in to combustion chamber the less chance for inferior flame travel. Most engines {automotive} have a {down in the bore} of.020/.025 plus a composition head gasket thickness of .039 to .040 compressed. Which puts the area of compression height at .060. The desired optimal area of {quench space} has been determined at .040. And this why years back factory head gaskets were steel shim with a thickness of as little as .016. A early engine with the piston already below deck .055 or more tdc then having a .040 head gasket installed when a steel shim was removed really adds to the issue. But with todays computer and knock control with EFI--the issue of detonation is basically gone. Plus a bad/wide quench area allowed for hot spots to develop in combustion chamber in shrouded/areas with abrupt sharp edges. *
And surface grinding cylinder head will not improve {area of quench}, it will only raise compression by shrinking volume of combustion chamber cc's.
Low RPM, but because they are massive engines their surface speed of bearings and pistons might not be massively less then a small tiny engine doing 12 000 rpm.
By--thermal load, by diameter of and width of bearing surface.
And to finish {had a doctors appt at 7:30}. The angular speed on the outer edge of a circle is same as center. Velocity is constant plus acceleration is constant and points towards center. Apple & Orange--any engine capable of producing 12,000 rpm has a light to very light rotating assembly blueprinted for max clearances/tolerances for least amount of friction plus dry sump oiling for any parasitic loss. A engine that has 30,000 horse power isn't built for speed, all heavy rotating components with massive bearing surface cushioned by a very high volume lube oil pump.
I have always preferred the term squish over quench. Since it acts to squirt the remaining air fuel flame etc. in a violent action for better mixing so to say. Quench is a term for cooling. Full hemisphere chambers have none of that though. The one thing we noticed with the introduction of non leaded fuel was the huge rise in cylinder head temperatures, that would explain valve seat and face problems the best, like the fellow in the video lead does nothing to help lube or cushion valves. Proper cam design is what will "cushion " the valves at closing. The test we (yes not just me) did was in an aircooled engine. Aviation low lead kept the temps down.
Your working/talking about a aircraft engine, piston type that on average only sees 2,800 rpm. Quench is a standard term used in describing detonation issues. Squish is a dog turd between shoe and concrete. Not berating the guy in video--but every aircraft mechanic I've been around has a whole other set of ideas and approach than the rest of industry. Just like machinist there are four groups I can think of and everyone deals with different types of machining, but each one will always tell/say their philosophy is the correct one. * The one thing he did say was LL100 is slightly slow burning, yes it is and not real good for high rpm use in a water cooled engine. * Quench--cooling of hot metal, definition. The reason {quench} is used as the term--is correct distance is maintained between piston and area of cylinder head causing less area for fuel/air pockets which create {hot spots}, therefore quenching that area of chamber.
Test engine was a VW bug. No aircraft engines involved. The term quench in a combustion chamber is to cool the flame a smitch to help prevent detonation. That is the original thought of what was going on. Now its a mixed up mess of both terms. LOL
Oh, that's even better--When I first started I worked foreign car for 5 years, VW air cooled was our meat and potato's part of the business. I built and raced 2180cc strokers from 1600's. Max rpm on a VW air cooled was 4600, because all of those engines used a single plane non counter weighted crankshaft, any long/sustained periods of rpm over 4400--the opposed cylinder action would automatically beat the main bearings out of one stretching the aluminum engine case. With a counter weighted aftermarket crank like Okrasa or Scat it could reach 7500 with 8 dowels installed for flywheel. But the weakest link in a VW flat engine was it's very poor intake manifold, Solex carb and lousy ignition. An engine that was air cooled and susceptible to lean conditions, very easy to make one die of detonation. As far as cam profile went those were all solid tappet, it's one saving grace, an engine that had trouble with airflow to #3 for cooling using a oil cooler that was vertical or horizontal that deflected airflow, plus if oil cooler became even slightly plugged with dirt which in turn caused real high oil temps with only a 3 quart capacity it was game over because cool oil was essential on bottom/ inside piston for cooling. If fan belt wasn't properly adjusted {by a stack of shims} at generator correctly and belt slipped game over. The {Type 1} wasn't called Hitlers Revenge for nothing. And poor choices in brands of engine oil didn't help, we only used Schaeffer's.
And how many on here have ever seen the use of a 60's/70's toy {toy} to make a major internal repair in a engine? * Below--Behold the Slinky Toy--When the rear main bearing which is also the thrust bearing {one piece bearing} started moving fore and aft in engine case, the case could be line bored and thrust area recut for under sized bearings which they only made a few under sizes. Once that was reached and still needed more machine Fly Cutting in case. The use of a section from a Slinky Toy was cut and spiraled around outside of bearing between thrust flanges to make bearing fit tight in case. The Slinky was hard material and exact size. The idea was had by a Hippy smoking a dobie under a Joshua Tree fixing his VW on his way to Woodstock. lol *
Yeah we did alot of work on the brothers VW's, he had the fastest car (vw) in high school. I say it was more the driver than the car. LOL The good ole days, fun times. Welded counter weighted crankshaft, had one crack nicely, and still ran good with a bit of a noise.
All of my lawnmowers have been on the lifetime oil program. lol