“…Use of slow-steaming, combined with new engine designs and tunings for further fuel savings, led to increased operating cylinder pressure and lower liner surface temperature . These changes in operating conditions result in increased water and acid condensation on the cylinder lubrication (lube) oil film on the cast iron liner surfaces, − promoting a combination of corrosion and wear (cold corrosion) of the cylinder liners and piston rings and significantly reducing their lifetimes. ,− The condensing acid is mainly aqueous sulfuric acid (H 2 SO 4 ), originating from the oxidation of the sulfur-rich fuel oil burned in marine diesel engines. , Commercial lube oils are typically formulated with calcium carbonate (CaCO 3 ) overbased detergent additives, present as nanometer-sized reverse micelles, which neutralize condensed H 2 SO 4 in the lube oil film. − To counteract the increased condensation rate of H 2 SO 4 , it is necessary to increase the amount of CaCO 3 being fed to the cylinder liners, which is preferably done by increasing the concentration of CaCO 3 in the lube oil rather than by increasing the oil feed rate. ,, Under-lubrication may result in cold corrosion, which can occur within hours, whereas overlubrication is cost-intensive and may lead to bore-polish (creating a mirrorlike cylinder liner surface), which prevents formation of a coherent lube oil film. Both may eventually result in scuffing (direct metal to metal contact). , Actually, a certain degree of controlled corrosion is beneficial; if the cylinder liners are a little rough, they can better maintain a protective lube oil film. , Therefore, to limit and control cold corrosion in engines, the lubrication strategy must be optimized.…”