cvb2

Caterpillar Marine Trading (Shanghai) Co., Ltd.

Service Report
Name of ship : MV MARWIN
Engine no. : 68053
Engine type : 7M43C
Output / r.p.m. : 6300KW/500rpm
Running hours : 86646 hours
Service order : NJ25-0082
Service period – from/to : From 2025-06-17 to 2025-07-31
Place : Dalian Shipyard， China
Spoken with : Mr. Manish, superintendent on board
Service engineer : Pan Sheng Quan & MaK Shanghai team
Reason for the visit : Carry out 30000 hours maintenance base on MaK recommendation

Summary:
Aboard the vessel and meet the vessel’s superintendent for brief meeting on scope of work and schedule
arrangement, as ordered, we start carrying out main engine 30000 hours maintenance.
Job Scope on board vessel:
A. Removed below engine parts and sent them to Caterpillar Shanghai workshop for specialized overhaul.
1. Cylinder head 7 units.
2. Fuel injector 7 units.
3. Rocker arm 7 units.
4. Fuel injection pumps 7 units.
5. Attached Lube oil pump 1 unit.
6. Piston 7 units.
7. Small end bush 7 units.
8. Cylinder liner 7 units.

B. Renewal or overhauling of the parts below onsite vessel.

1. Main bearing renewal 9 units.
2. Big end bearing renewal 7 units.
3. Crankshaft thrust bearing renewal 2 units.
4. Piston ring and anti-polishing ring renewal 7 units.
5. Oil mist detector maintenance 1 unit.
6. Cooling water collars seal ring renewal 7 units.
7. Cooling water pipes seal ring renewal 7 units.
8. Crankshaft deflection before and after overhauling 2 times.
9. Engine monitor and safety system inspection and testing
10. The engine starts up and runs test.
11. Sea trial.
Cylinder head

• Removed and installed all 7 cylinder heads.

• See attached workshop detailed report for cylinder heads maintenance.
• Installed with new sealing set and hydraulically tightened to 2250 bar, valve bridges were adjusted
accordingly, and all rocker arms hydraulically tightened to 2250 bar, valve clearance were adjusted
to inlet 0.4 mm and exhaust 1.1 mm.

N606005T0005 Page 1 Caterpillar Marine Trading (Shanghai) Co., Ltd.

Cylinder head Installed with new sealing set valve clearances were adjusted to inlet 0.4 mm and exh. 1.1 mm

Fuel injector

• Removed and installed all fuel injectors with all new O-rings.
• See attached workshop detailed report for fuel injector maintenance.
Rock arm

• Removed and installed all rock arms.

• 5 long studs and 1 short stud and 1 nut renewed due to thread problem.
• See attached workshop detailed report for rock arms maintenance.
Fuel injection pump

• Removed and installed all fuel injection pumps with new O-rings.
• See attached workshop detailed report for fuel injection pumps maintenance.
Attached lube oil pump

• Removed and installed attached lube oil pump with new gaskets.
• See attached workshop detailed report for attached lube oil pump maintenance.
• Checked the backlash between pump gear wheel and crankshaft gear wheel was 0.30 mm, which
was satisfactory.
• Overhauled and installed regulation valve with new spare parts.

Attached lube oil pump installation Regulation valve overhaul

2
Piston

• Removed and installed all pistons.

• See attached workshop detailed report for piston maintenance.
• The No.5 piston skirt continues to use the old skirt with serious scratches in piston bosses because
the spare piston skirt is damaged with a crack.
• The No.5 piston pin has scratches. Found a spare piston pin onboard, but corroded at certain
points, polished it and installed it on No.5 piston.
• All piston rings and fire rings were replaced.
• Tightened the tension bolts of small end to 50Nm-250Nm and to 400+25bar by hydraulic wrench,
and all tension bolts position were at rotation angle of 55O+15O.

The piston ready for installation All tension bolts position were at rotation angle of 55O+15O

The crack on the spare piston skirt, high risk, not reusable. The crack on the spare piston skirt, not reusable.

3
The corrosion on the spare piston pin

Engine block

• Cleaned and inspected the cylinder liner landing surface, haven’t found some serious wear down.

No.3 liner landing surface No.4 liner landing surface

Cylinder liner

• Removed and installed all cylinder liners with all new O-rings.
• See attached workshop detailed report for liners condition.

Cooling collar and cooling pipes

• Removed and installed cooling collar and cooling pipes with all new gaskets and O-rings.
• The rubber of extension joint at HT cooling water outlet is severely aged.

4
 Cooling collar cleaning Cooling collar installation

Replaced sealings of cooling pipes The extension joint at HT cooling water outlet

3/2 way valve and maintenance unit

• Removed and installed 3/2 way valve all new gaskets and O-rings.
• See attached workshop detailed report for maintenance unit and 3/2 way valve.
• The maintenance unit overhauled with new service kit.

Main starting valve Main starting vavle

5
 Maintenance unit overhaul Maintenance unit overhaul

Main bearing and thrust bearing

• Main bearing was removed for inspection and shell replacement.

• Main journal on all units found condition satisfactory with light scratched on the surface.
• New sets of standard main bearing shell and thrust washer bearing were replaced on all the units.
• Tightened the lateral bolts in sequence with 2 steps to 2250bar, Main bearing cap were tightened to
2250 bar.
• Axial clearance of crankshaft measured and result is 0.50mm, within limit (New clearance:
0.40mm~ 0.70mm)
• Cheese head bolts of the thrust washers tightened to 68 Nm with Loctite 243.
• Measured the gap “KA and KS” between the housing block and the bearing cover on the exhaust
side and control side, results of gap K=KA+KS are all satisfactory. Seen in below table.

KA and KS Factory limit

Cylinder No. No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9
Gap "K" 1.50mm 1.50mm 1.50mm 1.50mm 1.50mm 1.50mm 1.50mm 1.50mm 1.50mm

6
 No.3 main journal No.6 main journal No.7 main journal

Connection rod, big end bearing, crankpin journal

• Removed and installed connection rod with all new bearing shells.
• MPI were carried out on serration of the connection rod and found no visible crack on all units.
• All piston and connection rod were reassembled back in good order after inspection.
• The condition of all big end journals found satisfactory with light scratched on the surface, each
journal was manually polished with fine emery cloth.
• All connection rod bolts were hydraulically tightened to MaK specification 2250 bar, after tightening
completion, each con-rod thrust movement was checked and found satisfactory.
• No.1 crankpin journal was previously ground to undersize 3mm and heat treatment applied to
reduce the surficial hardness. Its hardness measured and results vary between 203HB and 296HB,
no extreme hard points found. The diameter measurements are within wear limits.

Connection rod assembling Magnetic particle test of conrod serration part

No.1 crankpin journal No.2 crankpin journal No.3 crankpin journal

7
No.4 crankpin journal No.5 crankpin journal No.6 crankpin journal

No.7 crankpin journal No.1 journal measuring No.1 journal hardness test

PT test of No.1 crankpin in progress PT test of No.1 crankpin in progress

Intermediate gear O-ring replace

• Replaced the intermediate gear O-ring.

Intermediate gear O-ring replaced

8
Engine deflection

• Engine crankweb deflection were checked before and after overhauling in cold condition.
• Seen in the table below, and all data was satisfactory.

Cylinder No.
1 2 3 4 5 6 7
Position
BDC EXHAUST
20 20 20 20 20 20 20
SIDE
EXHAUST SIDE 18 18.5 19 21 21 20.5 20.5
TDC 11 17 19 18.5 19.5 19.5 15
PUMP SIDE 17.5 18.5 19.5 19 20 20 19
BDC PUMP-SIDE 18.5 19.5 19.5 20.5 21 20.5 20.5
o
ENGINE TEMP. 25 C
Measured on 2025-06-19

Cylinder No.
1 2 3 4 5 6 7
Position
BDC EXHAUST
20 20 20 20 20 20 20
SIDE
EXHAUST SIDE 17 19.5 19 21 19.5 20 19
TDC 15 19 18 20 19 20.5 18
PUMP SIDE 17.5 20.5 19 20.5 19.5 20 19
BDC PUMP-SIDE 20.5 20.5 19.5 21 20 20 20
o
ENGINE TEMP. 60 C
Measured on 2025-07-29

Other Job

• Camshaft chamber cleaned and closed with new O-rings for cover.
• Crankcase cleaned and closed with new O-rings for cover.
• Cylinder head cover sealing ring replaced.

Crankcase cleaned and closed with new O-rings. Camshaft chamber cleaned and closed with new O-rings

9
Engine start-up & Quay testing

• After the assembling job completion, the cooling water system was filled in.
• After no cooling water leakage was found, the lubricating oil was filled into the sump tank and
primed the system.
• Oil flow to the bearings and various lubricating points were individually inspected and found flowing
satisfactory.
• Engine started up for 5 minutes and stopped for bearing checking, individual main and con rod
bearing temperature was measured by infrared sensor and the readings found within limit on all
units.
• The engine was restarted again and carried out test at idle and rated speed, and no leakage found
at the time of inspection.
Engine monitor and shutdown test

• Together with the electrician on board checked engine safety system.

Alarm Triggered
Description Function Setpoint Remark
point Point
1104 L.O Pressure Pump control 3.2bar 3.24bar Pump transfer & alarm activated
Shutdown pre-
1105 L.O Pressure 3.0bar ok
alarm
1106 L.O Pressure Shutdown 2.7bar 2.72bar Engine tripped & alarm activated
Shutdown pre-
2102 HT Pressure 1.7bar OK Alarm activated
alarm
2103 HT Pressure Shutdown 1.5bar OK Engine tripped & alarm activated
9404 Overspeed Shutdown 580 580 Engine tripped & alarm activated
Emergency Stop from ECR Shutdown OK Engine tripped & alarm activated
o
2211 HT Temp. in engine outlet alarm 95 C 95oC Alarm activated
1253 Oil mist concentration Shutdown 2.00% 2.00% Engine trip & alarm activated
9671 Trouble at safety system alarm Alarm activated
9611 RPM Switch failure alarm Alarm activated
5301 Fuel leakage alarm Alarm activated
Condense water in charge air
7301 alarm Alarm activated
duct

1106 pressure switch checked 2103 pressure switch checked

10
 Overspeed shutdown 1106 Lub oil pressure low low shutdown

Emergency stop Oil mist high high shutdown

Seat rial

• The sea-trial was conducted after quay trial completion. And engines gradually loaded up from 25%
to 50% and to 60% in about 8 hours. Close monitoring was carried out during each load step and
the data taken shows readings within limit. Each necessary parameter was recorded at approx.
60% load and the engine performance was satisfactory during the trial.

The engine running with 60% load The engine running with 60% load
11
Recommendations:

• It is recommended to add some core electrical spare parts in ship’s store like speed pickup sensor.
• The No.6&7 indicator valves should be renewed due to leakage after peak max measuring.
• There are a lot of scratches on the surface of No.5 piston skirt pin bosses, the piston pin has some
corrosion as well. Seen in the workshop detailed report for boss condition. It is recommended to
order and renew the piston skirt and piston pin as early as possible.
• The rubber of extension joints are severely aged, and it is recommended to order spare parts for all
aged rubber extension joints.
• The main engine experiences severe vibration during the main engine running, it is recommended
to renew all elastic elements of foundation.
• It was known to us now that unit# 1 big end journal was grind up to 3.00 mm undersize (maximum
allowable size), and heat treated (annealing ) by Golten to reduce the hardness which is NOT
maker recommended procedure and attached service letter reveals the impact on fillet radius due to
this localised heat treatment often causes stress and strain related problems (cracks, deformation,
distortion) during later operation. These may lead to consequences such as increased wear and
tear of bearing resulting in secondary damage or catastrophic failure. In line with this heat treatment
to unit # 1, we regret to inform that unable to cover any service or parts warranty for the unit # 1 big
end journal in case of any failure during service / parts warranty period.

Enclosures

• Crankpin journal calibration report.

• Operating measurement record.
• Crankshaft heat treatment.

Reported by Pan Sheng Quan

MaK service Engineer
2025-08-05

12
 Caterpillar Marine Trading (Shanghai) Co., Ltd.

MEASUREMENT RECORD
Installation ( ship ) : Marwin Engine type : 7M43C Engine no. : 68053
Job no. : J25-0082 Temperature (°C) : 31 Engine running hours : 86646

Crankshaft Inspcetion Report

Crank Pin Main Journal Original Dia. 380mm

VISUAL INSPECTION
Surface Scoring No Slight Heavy Remark:
Radius damage No Slight Heavy
Bearing Metal Em No Slight Heavy
Bearing conditions:

Diameter measurment record (1/100mm)

Free end

Crankpin No.: No.1 T/B TS P/S TP Ovality

Fwd 376.93 376.93 376.92 376.93
Ctr 376.93 376.93 O 376.93
Aft 376.93 376.93 376.92 376.93
Deviation
Crankpin No.: No.2 T/B TS P/S TP Ovality
Fwd 379.93 379.92 379.93 379.93
Ctr 379.93 379.92 O 379.93
Aft 379.94 379.92 379.94 379.93
Deviation
Crankpin No.: No.3 T/B TS P/S TP Ovality
Fwd 379.925 379.93 379.93 379.92
Ctr 379.93 379.93 O 379.93
Aft 379.930 379.93 379.93 379.92
Deviation
Crankpin No.: No.4 T/B TS P/S TP Ovality
Fwd 379.95 379.93 379.95 379.92
Ctr 379.95 379.93 O 379.92
Aft 379.94 379.92 379.94 379.92
Deviation
Crankpin No.: No.5 T/B TS P/S TP Ovality
Fwd 379.92 379.93 379.95 379.93
Ctr 379.92 379.93 O 379.94
Aft 379.92 379.93 379.95 379.93
Deviation
Crankpin No.: No.6 T/B TS P/S TP Ovality
Fwd 379.92 379.93 379.95 379.93
Ctr 379.92 379.93 O 379.93
Aft 379.92 379.93 379.95 379.93
Deviation
Crankpin No.: No.7 T/B TS P/S TP Ovality
Fwd 379.92 379.93 379.96 379.92
Ctr 379.93 379.93 O 379.92
Aft 379.92 379.93 379.95 379.92
Deviation

Caterpillar: Confidential Green

N606005T0070
 Magnaflux/Crack detection Magnetizalion method : No Checked

Surface cracks found No Yes

Remark: 1. No abnormalities found on all crankpin journals .

2. Hardness of No.1 crankpin Jounal meausured, results vary from 203HB to 296 HB, no extreme
hard points found. And no crack found during its PT checking.

Service engineer: PAN SHENG QUAN Date: 2025-07-02

Caterpillar: Confidential Green

CAT Measurement
Date of
Vessel: MARWIN Engine Type: 7M43C Engine No.: 68053 measurement
2025/07/31
kW: 6300 min-1(rpm): 500 Total [Link] operat.:86653 Time: 15:00

Conditions of measurement
Voyage from/to: Wind force:
Draught fore/aft.: Sea: normal
Speed: Wind and sea in relation
to the vessel:
Load:
Outside temp. 30 °C Atmospheric press.: mbar
Cylinder 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Average
A1 A2 A3 A4 A5 A6 A7 A8 B1 B2 B3 B4 B5 B6 B7 B8 A B
Fuel rack position 34 34 34 34 34 33 34 33.9
Exhaust temp. Engine 325 330 325 323 343 340 339 332
aft. cyl. [Link]
Combustion press. 133 130 129 132 132 128 130 131
Outl. le.
Valve rotator
Outl. ri.
sec.
revolution Inl. le.
Inl. ri
Lubricating oil Fuel n Engine 503 min -1
p bef. filter bar Type FO n Propeller min -1
p aft. filter 5.2 bar Gravity kg/dm3 Load kW 55 %
p last main. bear. 5.2 bar Sulphur % Exhaust colour invisable
t inl. eng. 60 °C Consumption kg/h
t °C p aft. filter bar Turbocharger I II
outl. eng. 3.6
t °C t °C Turbine speed 17100 rpm
inl. cool. fuel service tank
t outl. cool.
°C t final pre-heat
°C
t exhaust bef. turb. 419 °C
Total t fuel viscotherm
°C
circuit oil consump. kg/d Viscosity at t exhaust aft. turb. 287 °C

Brand viscotherm mPas t charg. air bef. cool.

°C

Quality t °C t charg. air aft. cool. 50 °C

fuel bef. eng.
Treatment Additives t intaken air in a distance 35 °C
( 10 cm before Filter )
Oil qty in system kg Treatment
p charg. air bef. cool. bar
Autom.-Filter Autom.-Filter
p charg. air aft. cool. 1.4 bar
Flushings/d Flushings/d
p difference mm WS
Exhaust gas
back pressure mm WS

Type of indicator used

Remarks / overhauls: ( TC; Coolers; Injectors )

2025/08/02 Qiu Shuchao

For cooling-water data take page 2 please Date Signature

Caterpillar Confidential: Green

 Cooling-water Systems
1. Single circuit cooling 2. Single circuit (splitted) and single circuit extended

Freshwater Seawater Freshwater

p stat. bar p pump. bar p stat. bar

p pump bar p eng. bar p pump bar

p eng. bar t outbords

°C p eng. bar

t inl. charg. air cool.

°C t inl. charg. air cool.
°C t inl. eng.
°C

t outl. charg. air cool.

°C t outl. charg. air cool.
°C t outl. eng.
°C

t inlet eng.
°C t inlet oil cool.
°C t inl. oil cool.
°C

t outl. eng.
°C t outl. oil cool.
°C t outl. oil cool.
°C

t inl. oil cool.

°C t inl. fwcool.
°C t inl. ch. air cool. 1
°C

t outl. oil cool.

°C t outl. fwcool.
°C t outl. ch. air cool. 1
°C

t outl. turbine
°C t inl. ch. air cool. 2
°C

t outl. ch. air cool. 2

°C

t inl. centr. cool.

°C

t outl. centr. cool.

°C

t outl. turbine
°C

Double circuit cooling

HT-Freshwater LT-Freshwater Seawater

p stat. bar p stat. bar p pump bar

p operation 2.6 bar p operation 3.5 bar p eng. bar

t inl. eng.
°C t inl. ch. air cool. 2
°C t outboards
°C

t outl. eng. 85 °C t outl. ch. air cool. 2

°C t inl. centr. cool. HT
°C

t inl. central cool.

°C t inl. oil cool.
°C t outl. centr. cool. HT
°C

t outl. central cool.

°C t outl. oil cool.
°C t inl. centr. cool LT
°C

t inl. oil cool.

°C t inl. central cool.
°C t outl. centr. cool. LT
°C

t outl. oil cool.

°C t outl. central cool.
°C

t °C Remarks:
inl. ch. air cool. 1a

t outl. ch. air cool. 1a

°C

t inl. ch air cool. 1b

°C

t outl. ch. air cool. 1b

°C

t outl. turbine
°C

Caterpillar Confidential: Green

Crankshaft_Heat_Treatment-C_Layout 1 02.07.18 15:16 Seite 1

© Maschinenfabrik ALFING Kessler GmbH

Contact your local dealer:
[Link] Crankshaft
Visit us on Shipserv at:
[Link]
Heat Treatment

MaK Repair Intelligence

Caterpillar Motoren GmbH & [Link]

Falckensteiner Str. 2
24159 Kiel/Germany

Phone: +49 431 3995 01

Telefax: +49 431 3995 2193

For more information please visit our website:

[Link]/marine

Subject to change without notice.

Leaflet No. 439 · 07.18 · e · L+S · VM3
LEBQ0006-00
© 2018 Caterpillar. All rights reserved. Printed in Germany. CAT, CATERPILLAR, their
respective logos, MaK, ACERT, ADEM, “Caterpillar Yellow” and the POWER EDGE trade
dress, as well as corporate identity used herein, are trademarks of Caterpillar and may
not be used without permission.
Caterpillar Motoren is committed to sustainability.
TM

This document is printed on PEFC certificated paper.

MaK Repair Intelligence

Crankshaft_Heat_Treatment-C_Layout 1 02.07.18 15:16 Seite 2

Introduction
The method used to manipulate the hardness or strength of a n Overheating will result in undesired softening of the material What are the benefits of crankshaft heat treatment
steel component is usually referred to as hardening, tempering and loss of tensile strength. to the owner?
or heat treatment. During such a process, the microstructure of n Deformation of the crankshaft can occur during heat
The major benefits are usually a shorter repair time and lower
the material is usually changed from martensitic to ferritic/per- treatment. If the crankshaft cannot be kept within OEM
costs compared to the exchange of a crankshaft. However,
litic. This process exposes the steel to very high temperatures tolerances there is a high probability that it could not be
there is a high risk that at the end of the process the OEM
and comprises a number of risks if done incorrectly. salvaged.
tolerances are not achievable and/or laboratory examination
n Heat treatment often causes stress and strain related
From an engineering standpoint, heat treatment, in particular shows that the material properties are out of specification.
problems (cracks, deformation, distortion) during later
if applied to an individual section of a crankshaft, is critical.
operation. These may lead to consequences such as
The characteristics of the surface of the treated journal can be What is the difference between ferritic, austenitic and
increased wear and tear resulting in secondary damage
verified and might achieve the desired condition, but the effect martensitic stainless steels?
or catastrophic failure.
to areas inside the crankshaft is uncertain and cannot be meas-
By definition all steels including stainless steels are primarily
ured. Due to the local exposure of the heat treatment, it is in-
made up of crystallized iron atoms with the addition of carbon.
evitable that there will be parts of the crankshaft that by heat Frequently Asked Questions Ferrite, austenite and martensite are all examples of iron’s
transfer through the material will be subject to undefined heat
crystal structures found within different types of steel and
treatment with unknown effects. As a result, these unknown What are most of the problems in heat treated parts
resulting in different characteristics. Furthermore, one of the
effects are likely to have a negative influence on the fatigue attributed to?
defining difference between these crystal structures is the
strength and therefore the durability of the crankshaft. Most issues in heat treated parts are attributed to faulty amount of carbon they can absorb; this has a major influence
In particular the presence of hard spots in a crankshaft is very practices such as overheating, nonuniform heating, improper on the tensile strength and surface hardness.
undesirable. Over time these may lead to uneven wear and choice of parameters for the treated material and improper
a significantly increased risk of cracks which may ultimately grinding and/or straightening techniques. Does Caterpillar Motoren offer any warranty on heat
result in a broken crankshaft. treated crankshafts?
Can heat treatment save all medium speed engine
Due to the risks and complexities
crankshafts with excessive hardness?
What is the risk behind this procedure? associated with such processes,
No, heat treatment cannot salvage crankshafts in cases where Caterpillar Motoren does not
n The results are highly dependent on the type of material surface cracks extend below the minimum rated diameter of the recommend crankshaft heat
and tensile strength of the crankshaft as well as the process shaft. Furthermore, excessive hardness induced from a bearing treatment in general and therefore
parameters being used. failure or as a result of inappropriate heat treatment often results will not be responsible for any
n The knowledge of the exact material composition of the in a deformation of the crankshaft. In cases when the crankshaft damage which arises as a result
crankshaft is required in order to determine potential heat cannot be returned to the manufacturer’s tolerances, with of the execution of this process.
treatment parameters. The exact composition is usually not suitable methods, the shaft has to be condemned. Also, there
known by non-engine manufacturers who offer the crank. are certain unique types of crankshafts, especially in newer
n Metallurgical laboratory examination is needed to determine engines, for which heat treatment is not an option.
the achieved effects of the heat treatment.
n Crankshafts with surface cracks extending below the Progressive material tests are important
minimum rated diameter of the shaft cannot be salvaged components of our safety standards.
by heat treatment.

Crankshaft Heat Treatment