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As you know, we look after critical diesel engines

As you know, we look after critical diesel engines, and over the past 30 plus years, we have seen many that have been in service since the 1970s and earlier! ⠀
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Our engineers know the difficulties that can arise with these older heritage engines and will be able to solve 99% of them.⠀
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Take a recent NHS job – we were called to the hospital to rectify electrical issues with their Mirrlees Blackstone ERS8 emergency generator.⠀
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The operator had no wiring drawings for this emergency generation system, potentially leaving them open to downtime when fault finding should an issue arise.⠀
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As we were aware of the background of this engine and particular issue, Nick, our electrical controls specialist attended with our lead engineer Andy.⠀
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After completing the workscope:⠀
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1. Investigation/ rectification of airlock in the system⠀
2. Supply and install new high-temperature alarm sensor⠀
3. Supply and installation of new fan controller switch⠀
4. Replacement thermostat ⠀
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Nick created a set of electrical drawings to leave with the operator, so if there is a problem the system can be easily chased and the issue rectified. ⠀
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If you have an old system that needs some attention or would benefit from electrical drawings, please contact us.⠀
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#Heritageengines #generator #engineering

Tugboat engine test...⠀ #caterpillar #tugboat #m

Tugboat engine test...⠀
#caterpillar #tugboat #marine #engineering

Some of our engineers are offshore currently rebui

Some of our engineers are offshore currently rebuilding this Paxman 12YH.⠀
#oilandgas #offshore #engineering

Last week we headed out to survey a pair of Dorman

Last week we headed out to survey a pair of Dorman 6QT driven emergency fire pumps for an operator.⠀
Our job was to determine if replacement engines were required or if they could be overhauled. Not always easy advice to give just based on a survey, but we were able to do it.⠀
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Here’s how:⠀
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* Carried out a visual inspection where we found oil egress across both the engines. We believed the source to be the rocker cover gaskets, the head gaskets and side inspection plate covers, but intrusive work was needed to confirm⠀
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* Visual inspection also showed signs of excessive coolant loss from the header tank and stainings down the faces of the reservoir from the header tank cap area⠀
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* While carrying out borescope checks of the engine’s internals, we found that cylinder number 6 had signs of water ingress⠀
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* The borescope also let us see the cylinder liners were glazed and not in good condition. There were no crosshatches visible and as they are chrome liners, they cannot be honed⠀
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* Both fire water pump assemblies showed all water glands to be in poor condition and leaking water from the seals in a stationary position⠀
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The first engine was then tested, and on start-up, the header tank cap leaked water, flooding the floor, suggesting combustion pressure had entered the cooling system.⠀
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The engine was also breathing excessively.⠀
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When it came to the second engine, we were advised the drive coupling had glowed red on its last operation and smelt of the burnt debris from the coupling.⠀
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From this, the on-site engineers decided it was unsafe to run in its current state because of the condition of the drive coupling.⠀
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Pretty damning, right?⠀
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Despite all of these issues, we are confident we can bring them both up to spec and restore their reliability, so much so that we’re able to offer assurances and a fixed price which will save the operator almost £100,000 and reduce downtime by 5 weeks, as opposed to buying replacement units.⠀
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If you have concerns on how reliable your critical engines are, let us know, we’d be happy to assist. Email info@bartechmarine.com or call +44 (0)1206 673101.⠀
#emergency #engine #engineering

Bartech engineers onsite in Liverpool to carry out

Bartech engineers onsite in Liverpool to carry out one-year TAM Servicing on 2 x CAT 3516 and 2 x CAT 3056 engines.⠀
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#marine #caterpillar #servicing

You may have heard the sad news that MAN Energy So

You may have heard the sad news that MAN Energy Solutions (Formerly Paxman Diesels) has announced plans to shut their facility in Colchester.⠀
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Paxman has been in Colchester (next door to our own facilities) for more than 150 yrs & this is a major blow for our town & the UK engineering industry.⠀
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At its peak, the facility employed around 3,000 local people, plus local support & sub-contracting companies, so it really is sad to see it go.⠀
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There have been reports that economic effects of COVID19 have caused this, but there were already problems, & although we are nowhere near the size of MAN, there are lessons we can all take from this situation.⠀
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Paxman engines were one of the world leaders for Naval & loco power, priding themselves on their power to weight ratio. ⠀
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If you’ve ever had anything to do with Naval vessels, you’ve probably come across their engines, particularly the Valenta & Ventura models.⠀
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Or if you’re in the locomotive sector you're likely to have come across the RPH models.⠀
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When I look at the MAN heritage brands (Paxman, Ruston & Mirrlees), compared to MTU, (now the leading engine supplier to Navies across the world,) there's a significant difference in the investment in innovation. ⠀
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It’s the same when looking after critical equipment. ⠀
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If you don’t invest in the short term, it'll cost you in the long term. We've seen the result of making savings by not investing in engine maintenance - it ends up costing more when the inevitable failure occurs.⠀
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There are also significant gains to be made by incorporating innovations. When working on engines designed 50+ yrs ago (or even 20 yrs ago), there are progressions in materials, designs & improvements that could be utilised.⠀
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Paxman has a special place in Bartech’s history, with our founder, Gerald “Barney” Barnett & Technical Lead, Andy, completing their apprenticeships there, & we continue to support their engines around the world.⠀
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We understand many operators are finding things more difficult during the current climate & we'd like to extend our support for any technical help you need, especially when you are looking to reduce costs and increase reliability.⠀
#paxman

Following on from last week’s post (click here i

Following on from last week’s post (click here if you missed it - https://buff.ly/30r5etP), here's a video showing our engineers adapting to the situation, and the engine running smoothly after laser alignment.⠀
#teamwork #engineering #laseralignment #marine

When you’ve not been overhauled for 30 years…⠀
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#turbocharger #locomotive #maintenance

We are just completing the replacement of the engi

We are just completing the replacement of the engine mounts on a couple of Niigata engines and whilst the engine mounts were in vital need of replacing (that’s another story!), one of the critical parts of the work scope was the alignments.⠀
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As you’ll be aware, engine alignment is critical in protecting the engine and the equipment it’s driving, with misalignments resulting in vibrations able to cause bearing failures and catastrophic damage.⠀
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As a result, for this scope, we used the latest laser alignment equipment.⠀
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First up, the coupling specification was checked before our engineers ran a pre align check.⠀
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The tolerance figures for this engine at the drive end are set at the distance between the drive hub and the driven hub at 55.5mm + or – 0.1mm. The peripheral deviation is set at a tolerance within 0.1mm and the and the angular deviation is within 0.2mm.⠀
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Once these were known, the laser gear was set at the drive end on the large coupling and performed a sweep of the coupling, recording at three points – 9 o’clock 12 o’clock and 3 o’clock.⠀
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To gather reliable alignment data, the lasers need to see a 180 degrees sweep allowing information to be saved and recorded.⠀
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This procedure was then repeated on the free end of the engine.⠀
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With all figures recorded, we had the information to reset the couplings back or improve the alignment after the engine mounts had been changed.⠀
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The whole procedure was more efficient and precise and saves valuable time over the traditional clock and dial method (although we still find it a better process in some situations).⠀
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Clocks can take longer to set for reliable information, whilst the laser system also displays what is required to correct the level along with concise measurements to adjust the height of the engine.⠀
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Have you experienced issues with engine vibration?⠀
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Let us know, we’d be happy to carry out an alignment check.⠀
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#engineering #marine #dieselengines

We’ve been overhauling some #Paxman 12RPH cylind

We’ve been overhauling some #Paxman 12RPH cylinder heads in the workshop. All have been pressure tested to 100psi for 10mins and had the valve seat seals tested. All valve seats and inlet and exhaust valve guides replaced to bring them back within new tolerances. ⠀
#marine #engineering #inspection

We were recently asked to attend a vessel to inves

We were recently asked to attend a vessel to investigate a #Caterpillar C12 starboard #engine with high coolant temperature.⠀
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The operator was rightly concerned and keen to get it resolved before it became a bigger problem.⠀
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(And he was also planning to get back out on the water the next day!)⠀
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When our engineer Cris arrived at the marina, he began his investigations by checking the contents of the seawater strainer. It contained a very small amount of weed, but nothing excessive.⠀
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He then removed the end cover of the seawater pump and confirmed that the pump impeller was in good order.⠀
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After using a borescope to investigate the saltwater side of the engine oil cooler and the main freshwater heat exchanger, it was determined that both coolers were in good order with no obvious blockages or restrictions.⠀
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With the main coolant system checks carried out, the coolant was drained down enough to remove the thermostat.⠀
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Cris brought the thermostat back to our workshop for testing, and sure enough, it was confirmed faulty.⠀
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We had these in stock, so along with two new thermostats (one of them will be kept as a spare on the boat) and the new gaskets, Cris returned to the vessel the same afternoon.⠀
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He fitted the new thermostat and ran the engine to help bleed any trapped air from the freshwater system, ready for a final test under load.⠀
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We have recommended that at the end of the season when the vessel is winterised it would be a good time to check the thermostat on the Port engine.⠀
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This was a great result for the vessel owner with the investigation, part sourcing, and rectification taking place on the same day.⠀
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The point here though is that there is now a spare thermostat on board which will be on hand immediately should the need to replace one arise.⠀
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Do you have reliable critical spares on hand? If not and you need them checked or replaced, email us or call +44 (0)1206 673101.⠀
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#marine #vessel #engineer

Snaps from the engine room, Bartech attended to ca

Snaps from the engine room, Bartech attended to carry out 6 month servicing on this Mirrlees Blackstone ESL Mark 1, 12 cylinder engine, and 2 others used as standby generators.⠀
#powergeneration #mirrlees #emergencygenerator

Another turbocharger in the workshop for overhaul,

Another turbocharger in the workshop for overhaul, this time it’s an ABB VTC254-13.⠀
#locomotive #engineering #ABB

Late last year we were sent in various spares from

Late last year we were sent in various spares from an offshore operator to inspect and overhaul.⠀
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Included in the shipment were two Woodward EG3P Governors that had been stored and never used, which was just as well!⠀
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Andy, our Woodward trained engineer, flushed them internally with clean engine oil before mounting them onto our governor test rig to put them through their paces. ⠀
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The governors’ specifications were checked against their designation number and found to perform as expected.⠀
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Once all work was completed, they were returned to the operator to have available as emergency spares.⠀
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Skip forward to this year, where – as part of an engine overhaul on the platform – our engineer came to use one of the governors as a replacement.⠀
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Not so straightforward.⠀
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The set-up of the governor to its designation number is correct BUT it’s the wrong designation number for the engine.⠀
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Though they look the same and are set to the same speeds, the spare governor’s drive rotation is the opposite direction to the one on the engine!⠀
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So, back to our workshop for Andy to match specification – he will change the directional valves inside the governors and correct the designation number.⠀
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The point here is that with any work scope that is carried out with your governors, or any other assemblies, it is vital to ensure the spares you have match the engine specification. ⠀
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If you are unsure if you are holding the right spares, just get in touch and we can cross-reference for you. Email us info@bartechmarine.com or call +44 (0)1206 673101.⠀
#oilandgas #engineering #governor

Gary our senior machinist has been taking our newe

Gary our senior machinist has been taking our newest engineer George through some measurement training in the workshop.⠀
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#marine #engineer #training

I often mention the importance of having bespoke s

I often mention the importance of having bespoke service plans tailored to your critical diesel engine, suited to its application & environment.⠀
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A recent work scope showed how vital this is for the turbocharger as well.⠀
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We currently have 2 ABB VTC 254-13 turbochargers in for full dismantle & report.⠀
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Both have issues that could've been prevented if a more suitable maintenance schedule was in place rather than the one from the manufacturer.⠀
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Here are some of them: ⠀
• A rubbing noise from the compressor end when the rotor assembly was rotated. When more closely inspected, the whole wheel assembly was turning in an elliptical pattern indicating internal damage.⠀
• The compressor wheel had sustained considerable damage to the blades.⠀
• The turbine wheel had lost 2 of its blades from the mid-section outwards with the lacing wire broken. This was causing an imbalance, contributing to the unit rotating out of true, causing further internal damage to the bearing and other parts.⠀ ⠀
And this wasn’t the end of it! Our engineers found more damage as they progressed: ⠀
• The nozzle ring had sustained damage to several blades that had been bent and some were splitting from the housing.⠀
• The gas inlet casing was cracked on the 3 webs inside the housing.⠀
• Compressor wheel bearing & housing needed replacing as a result of the damage to the compressor wheel damage causing it to run unbalanced.⠀
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These units run at speeds of 30,000 rpm & temps of 650 deg/c & doesn’t take long for any weakness in the turbo to turn into damage.⠀
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Whilst it can be difficult to find the source of the damaged blades unless something obvious has passed through it, when we removed the turbine end internal heat shield, it was clear an overhaul should have taken place sooner with a large carbon build-up behind the shield.⠀
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The manufacturer’s workshop manual recommends the turbo bearing clearances are checked every 8000hrs, but in this case, it's clear the amount of idling has led to the build-up of carbon, contributing to the damage.⠀
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If your engine does a lot of idling or stop-starts (as these have) we would recommend every 5000hrs.⠀
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Are your turbos at risk?

Two of our #engineers working to our high standard

Two of our #engineers working to our high standards of #safety received this recognition during their current work scope #offshore… Well done guys.

Another 4 #turbochargers arrived at Bartech lookin

Another 4 #turbochargers arrived at Bartech looking for some TLC - 2 #Napier & 2 #ABB

Whilst speaking with an operator recently, the que

Whilst speaking with an operator recently, the question came up about whether it was possible to save time and money by not replacing the #damper.⠀
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We gave them the full technical explanation and it made me think that it was worth putting together the correct protocol when it comes to the dampers in your #critical #diesel #engine, to help you make the right decisions.⠀
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There are two types of dampers: viscous and rubber bonded.⠀
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Viscous dampers come in two variants:⠀
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1. Disposable – these need to be replaced every 10 years OR every 20,000 hours ⠀
2. Rechargeable – these need to be serviced every 10 years OR every 20,000 hours. ⠀
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The benefit of a rechargeable damper is that they have a port where you can monitor the viscosity regularly to detect any issues.⠀
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With viscous dampers, the fluid becomes solid over time and forms an uneven mass on the bottom of the damper. When the engine runs, this then spins in an elliptical manner, which can lead to a snapped crankshaft.⠀
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Viscous dampers should not be painted, as this traps the heat and reduces the life of the damper; they should only be coated lightly with oil or lacquer.⠀
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MTU engines have engine oil-fed dampers, so on each oil change they are flushed, and the oil is renewed. They still need to be replaced at the recommended interval.⠀
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Rubber bonded dampers must be changed every 10 years OR 20,000 hours. ⠀
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They must have no visible signs of damage and it is vital they are stored flat. Some OEMs mark their rubber-bonded dampers, so it is easily visible when they are out of alignment.⠀
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The rubber bonded damper shows little sign of damage so could have easily been overlooked and left. (Luckily it wasn’t as we did find it to be “out”.)⠀
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As always, there are ways to save money on every job, but not following the recommended guidelines or even the engineer’s advice can lead to massive cost in the future; would you rather have the added expense of a new damper during #overhaul or a new #crankcase down the line?⠀
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If you are unsure of when your dampers were last changed or serviced and need any help or advice, get in touch, we’d be happy to have a look.

More work on #Paxman YH parts finished...

More work on #Paxman YH parts finished...

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An amazing video we wanted to share from Marine Insight.

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Here to keep your critical engines running in 2 easy steps during COVID-19 outbreak

Call 01206 645070 anytime to speak to an engineer to help you resolve issues yourself. This is a free service, intended to minimise downtime and stop the need for a visit
If things cannot be resolved on the video call, our service engineering team are ready to attend your site. They are home based with stocked vehicles ready to deploy.

All our usual support is still available on the general number and email address

How we can support you at this difficult time