Shell’s LubeMonitor protecting 2-stroke engines from scuffing

“I think we did a bad job if a ship fitted with Shell LubeMonitor had scuffing. I would say something went wrong!” Schaerer enthuses, referring to the phenomenon where stuck piston rings occur after a build-up of deposits which can lead to the dreaded “scuffing”. It occurs when lubricated surfaces experience adhesive wear due to the breakdown or failure of the lubricant film or stuck piston rings which could eventually result in complete engine failure. It’s akin to a terminal diagnosis and the medical analogy seems apt to describe how Shell LubeMonitor works.

“We combine three things. We do the good old oil test, which is the blood test. Then we get on-board measurement, which is like you taking your temperature,” explains Schaerer, who adds the third part of Shell LubeMonitor’s system is vital for avoiding scuffing.

“We collect pictures every month of the engine. The big thing with deposits is you don’t see them in samples, you don’t see them in the on-board measurement but the moment you see them is when you have abrasive metal which leads to scuffing,” says Schaerer.

Describing himself as a “lube guy”, Schaerer says that while lube monitoring is a requirement by engine manufacturers and insurance companies for shipowners, it’ s not very well known that this includes supplying pictures.

“Insurance companies and OEMs are very clear. You need to do inspections. You need to do lube monitoring in a way or another. You have to do a complete inspection,” says Schaerer.

He uses another analogy this time for car insurance stating: “Good luck trying to get a single dollar from your insurance company is you haven’t looked at your car’s tyres for three years.”

The amount of data Shell collects for those who have Shell LubeMonitor is extensive including engine performance data, oil analysis, onboard drain analysis, engine operating hours and the all-important inspection photos.

The factors that impact what happens in the engine combustion chamber include the crew, the engine, the fuel and the lubricant. Schaerer says: “The fuel is there to power the engine but also to destroy it. Lubricant is to protect the engine.”

Shell also offers a range services of its clients looking to keep their two-stroke engines in working order, including submitting reports online to the Shell LubeMonitor portal where the company’s technical advisers can give a diagnosis and perhaps recommend corrective actions.

With new fuels coming in as the drive for decarbonisation steps up, it could have important implications for the type of lubricant needed and also the importance of monitoring how it responds. Schaerer recalls that Shell LubeMonitor’s origins started with engines running on LNG when it was first introduced and shipowners were “popping up with huge problems.”

For those future fuels that haven’t clocked up the 4,000 hours engine running time yet, things are still in a wait and see phase. For most fuels, 40 base number (BN) lubricants are used. Given ammonia has passed the required 4,000 hours running time yet “we will have no choice but to run them on 40BN lubricants,” Schaerer says.

For shipowners looking to avoid costly damage to their fleets, whether it be caused by scuffing or some other malady, It seems Shell LubeMonitor is a wise investment, especially for those planning to run on future fuels like ammonia.