Page 23: of Maritime Reporter Magazine (January 15, 1986)

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rpm. These engines are capable of burning heavier grades of residual fuels.

The Colt/Pielstick PC-4.2V, rated from 16,270 to 29,286 bhp, is able to burn residual fuels of up to 4,000 seconds Redwood 1 at 100 F, with a 400 ppm vanadium content.


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The first marine models of its new

B and C Series of lower horsepower diesel engines, introduced during 1985 by Cummins Engine Company of Columbus, Ind., expands the ma- rine product line to 61 bhp at the low end.

The B Series will consist of four- and six-cylinder models with dis- placements of 3.9 and 5.9 liters, ranging from 75 to 152 bhp, rated 2,500 rpm for intermittent duty and 2,800 rpm for maximum duty. Now available, the B Series is capable of providing main propulsion in a wide variety of marine applications.

The C Series propulsion engines, which will be available in the second half of this year, comprises six- cylinder units with a displacement of 3.8 liters, ranging from 158 to 204 bhp.

Cummins has also increased en- gine horsepower ratings for its

NT855-M and KT855-M marine models. The NT855-M is now avail- able rated 360 bhp at 2,100 rpm, up from the former rating of 295 bhp at 1,950 rpm. Its continuous-duty rat- ing has been increased from 270 bhp to 300 bhp at 1,800 rpm.

The KT19-M's intermittent rat- ing of 510 bhp at 2,100 rpm has been available since 1984. Its continuous- duty rating has now been increased from 365 bhp to 425 bhp at 1,800 rpm.

Cummins' intermittent ratings are intended for continuous use in variable-load applications where full power is limited to six hours out of every 12 hours of operation. The continuous-duty rating is intended for applications requiring uninter- rupted service at full power. These ratings can be certified to ABS de- sign criteria.


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A new type of engine, the DL

Series, which features low fuel con- sumption, low quality fuel burning capability, and low load operability, has been developed by Daihatsu

Diesel Manufacturing Company

Ltd. of Japan, represented in North

America by Daihatsu Diesel (U.S.A.) Inc.

The DL Series engines—DL-20,

DL-26, DL-28, and DL-32—are a medium-speed type of 600 to 1,000 rpm, with outputs covering the range from 750 to 3,000 bhp. They are suitable for botb main propul- sion and auxiliary generating appli- cations.

Extensive testing under various conditions on all parts of these en-

January 15, 1986 gines was carried out at the Daihat- su laboratory and factory in Osaka before they were placed on the mar- ket. The company's traditional de- sign concepts—simple and sturdy construction, easy maintenance, and lower maintenance costs—are fully incorporated in the DL Series.

The company reports an increasing number of orders for the DL engines from shipowners overseas.


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Fuel savings of up to six percent over previous high-efficiency mod- els, depending on the application, are claimed for an innovative air induction system available for its new Silver 149 Series engines by the

Detroit Diesel Allison Division of

General Motors.

Known as the bypass blower, here's how it operates. In a chamber between the entire intercooler and blower is a pressure valve. When blower work is required to increase air flow, as in engine start-up or as an aid in transient response, the valve is closed. As the engine speed and the ability of the turbocharger to provide the necessary air flow increases, the valve begins to open.

This permits a portion of the blower discharge air to recirculate through the blower. This process continues until the valve is fully opened and the air pressure on the inlet and out- let sides of the blower has been equalized.

The engine blower is a gear-driv- en component that requires a cer- tain amount of parasitic horsepower to turn and compress the incoming air. When the inlet and outlet pres- sures equalize, the pumping action of the blower has been eliminated, thus it continues to rotate or free- wheel but does not work. It is here that the horsepower reduction real- ized by elimination of the blower compressing work results in in- creased fuel economy. As the horse- power previously required to oper- ate the blower is taken off the flywheel, there is an increase in engine performance without an in- crease in fuel consumption.


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Two major German diesel engine manufacturers, Klockner-Hum- boldt-Deutz AG of Cologne, and

Motoren-Werke Mannheim AG of

Mannheim, recently merged to form

Deutz/MWM. The new engine group will offer one of the broadest power ranges of diesels in the world.

This merger brings together two engine builders with a total of more than 230 years of experience, as well as a combined reputation for quali- ty, reliability, and service excellence.

The KHD Group's Engine Divi- sion will be restructed with all activ- ities involving the water-cooled en- gine business being combined at

Mannheim. KHD will relocate its medium and big engine activities in development, sales, and parts man- ufacturing to Mannheim in combi- nation with the engine program of

MWM. The medium-sized and big engine built in Mannheim and Co- logne will be manufactured and marketed under the trade name


The formation of Deutz/MWM will offer an expanded range of ma- rine and stationary prime movers, for propulsion and electric power generation, to world markets includ- ing North America.

The North American headquar- ters of the new company is located in Montreal, with a division based in



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A continuing fuel economy fuel improvement program by the Elec- tro-Motive Division of General Mo- tors with its 645 Series two-stroke diesel engines during the past few years has achieved impressive re- ductions in specific fuel consump- tion.

A more efficient turbocharger, in- creased horsepower ratings, and tra- ditional reliability mark EMD's latest engines, the FB Series. The 645FB is a turbocharged and after- cooled, two-stroke, uniflow-scav- enged, 45-degree V diesel. It has a bore of 230.2 mm and stroke of 254 mm.

EMD reports that the 645FB de- velops up to 4,000 bhp at 900 rpm, an increase of 400 bhp over the pre- decessor 645EC engine. To achieve the higher horsepower, the FB

Series incorporates design improve- ments involving the turbocharger, crankcase, fuel injector, exhaust valve, engine cylinder retainer sys- tem, and firing ring piston design.

Many of the elements contribut- ing to the FB's ability to produce higher horsepower have already been proven on predecessor models.

These include the rocking wrist pin and bearing assembly that alter- nately loads and unloads multiple (continued)




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