Common issues
- Note: this equipment record is titled 'Propeller Shaft' under WinGD X35-B, but the WinGD X35-B is a main propulsion diesel engine, not a shaft - this entry addresses the engine as the underlying product; shaft-specific detail (bearing wear, alignment) is not covered here and should be sought under the correct shaft line record
- Turbocharger fouling and bearing wear reducing scavenge air pressure and increasing exhaust temperature spread between units
- Cylinder liner and piston ring wear leading to increased lube oil consumption and reduced compression
- Fuel injection equipment wear affecting combustion quality and exhaust temperature balance between cylinders
- Crosshead and guide shoe wear from prolonged high-load running
- Scavenge air cooler fouling reducing charge air density and engine efficiency
- Exhaust valve and seat wear/burning, particularly under sustained high-load or poor fuel quality conditions
Inspection checklist
- Check exhaust temperature deviation between cylinders; more than roughly 50 C spread points to injector, valve, or combustion trouble - confirm the vessel's own alarm/trend limits
- Inspect turbocharger for bearing condition, scavenge pressure, and cleanliness against the reference curve
- Check crankcase oil mist detector and crankcase relief valves are in test and functioning
- Review cylinder condition monitoring data (peak pressure, compression, liner wear if fitted) for trends
- Inspect scavenge air receiver and cooler for fouling or water ingress
- Check piston rod stuffing box (crosshead engine) for gland leakage and wear
- Verify fuel injection timing and pressure against the engine's approved settings
- Check crankcase and camshaft bearing clearances at the scheduled overhaul interval
Service intervals
| Cylinder lube oil feed rate and lube oil analysis | per WinGD's running-in and steady-state feed rate tables, reviewed against oil analysis trends |
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| Turbocharger inspection/cleaning | typically every 6,000-12,000 running hours depending on turbocharger type and fouling rate - confirm against WinGD's maintenance schedule |
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| Cylinder liner/piston overhaul | condition-based, commonly in the 16,000-24,000 hour range for this engine class - confirm against WinGD's manual and the vessel's condition monitoring data |
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| Crankcase inspection and bearing checks | per WinGD's periodic maintenance schedule, typically every 12,000-16,000 hours or as trended by class-approved condition monitoring |
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Critical spares
- Piston ring set matched to the cylinder bore
- Cylinder liner (spare, per class requirement for ocean-going vessels)
- Fuel injection valve/nozzle set
- Exhaust valve and seat assembly
- Turbocharger repair kit (bearings, seals)
- Crosshead bearing shells
Safety
- Crankcase explosion risk - never open crankcase doors immediately after a suspected overheating event; allow cooling time per SOLAS/class guidance before opening
- High-pressure fuel injection system - depressurise before disconnecting any fuel line
- Hot surfaces on exhaust manifold, turbocharger, and scavenge system present burn hazards
- Working inside the crankcase or scavenge space requires isolation of turning gear and confirmed lockout of the starting air system
- Starting air system stored under high pressure - follow isolation procedure before working on starting air valves or the manifold
Class survey
Low-speed two-stroke main engines are core Continuous Survey Machinery items. Surveyors expect crankcase inspection records, cylinder condition monitoring trends, turbocharger overhaul history, and evidence that crankshaft deflection readings are taken and trended at the required interval.