The Belize 66 is the new flagship vessel in the Belize range by Australian yacht-builder, Riviera. The Belize marque is Riviera’s heritage line that offers traditional styling combined with ultra modern technology, to provide excellent performance and an elegant onboard experience. The Belize 66 builds on previous successes of using Volvo Penta IPS in more than 500 Riviera yachts, and is powered by the new and highest performance propulsion system – the D13-IPS1350. “The 66 is the new crown jewel in the Belize line,” says Wes Moxey, co-founder of Belize and chief executive officer of Riviera. “We’ve created a yacht that is bigger and more powerful than the previous 54 model, and has all the refined touches that we are known for. Our customers want high quality and comfort, and through our craftmanship and attention to detail, we can offer them the absolute ultimate experience on the water.” Intelligent design As Australia’s leading motor yacht designer and builder, Riviera creates several model ranges. The company, based on the Gold Coast in Queensland, has a long-standing relationship with Volvo Penta and has installed more than 1000 IPS drives into its award-winning yachts, including the Belize 54 and Riviera 4800 Sport Yacht. “We selected the D13-IPS1350 to power the Belize 66 as we’ve had great success with all the capabilities that Volvo Penta IPS offers in previous yachts, and we knew we’d want to utilize the higher power output of this new IPS model for our latest yacht,” says Moxey. “There is no doubt that there are many exciting advantages of the IPS, with more internal space on the yacht, better fuel economy, and the fact that it’s a fully integrated driveline from the helm station, electronics, controls, engines and propellers. The technology makes boating easier, especially for large yachts, as it reduces any fear of docking with the joystick control. “The close partnership we enjoy with Volvo Penta allows us to better align our new product development plans along with theirs, for the global release of our yachts. Volvo Penta’s focus – and ours – is to make boating easier through new technology, connectivity and integration. I believe we are one of the only manufacturers to offer a 5-year warranty as standard on all our yachts, and Volvo Penta’s Yacht Series Support is an added feature that allows a customer access to a 24/7 hotline for high level response to any queries. This has proven to be very worthwhile.” Milestone product for flagship yacht Volvo Penta’s new D13-IPS1350 is an integrated package that links engine, electronics, transmission and propellers, and is the company’s most powerful model in the IPS range. The milestone product sees Volvo Penta move into the 1000hp marine leisure engine market for the first time; the integrated IPS package produces power equivalent to a 1350hp engine in a standard inboard shaft installation. The innovative design of Volvo Penta IPS has twin forward-facing counter-rotating propellers that sit below the hull for superior grip. This produces better fuel efficiency, fast acceleration and higher top speeds, reduced noise and vibration, and lower emissions, than a traditional inboard engine. The configuration also allows for more internal space on board. “Riviera creates world renowned motor yachts and we’ve established a great partnership through working with them for many years,” says Gavin Rooney, key account manager at Volvo Penta Oceania. “They’ve seen the benefits that they can offer their customers in using our IPS in their vessels, and we’re pleased, of course, that they have chosen our new D13-IPS1350 for their latest yacht. The Belize 66 is a beautiful yacht and we hope that their customers have many years of enjoyment on board.” Riviera and Belize will be at the Sydney International Boat Show, at berths 180 and 182-190. Volvo Penta will also be at the show, from August 3-7, at berth 179.
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Each Volvo Ocean 65 boat in the race is equipped with a robust Volvo Penta D2-75 engine. As the heart of the yacht, the D2-75 engine provides on board power throughout the race, under the toughest of conditions. The teams rely on the engine to deliver power onboard throughout their epic adventure. The seven participating teams will circumnavigate the globe for nearly nine months, in arduous conditions and all weathers. The racing boats and engines are the same as for the 2014-15 race, but this time they will need to cover an extra 7,000 nautical miles, thanks to a change in the route. “The main stress to the engines comes from the enormous G-forces induced by the very high speeds and violent motions of these race boats,” says Jan Dahlsten, manager of technical support and product delivery to Volvo Ocean Race. “These forces sometimes correspond to those that military aircraft are exposed to. This is far above what sailboats and engines normally have to cope with.” Ultimate test of man versus nature The Volvo Ocean Race is known as one of the world’s toughest sporting competitions. It is regarded by many as the ultimate test of man-versus-nature. Physical and mental endurance, teamwork, and sophisticated engineering all have to unite successfully in order to utilize and overcome the powerful forces of the elements. The teams will cover 45,000 nautical miles to complete the race. “When racing at sea, the boats go to extremely remote places where there is no help available – to places where even helicopters cannot reach – so it’s paramount that the engine is completely reliable,” says Dahlsten. “When they are in the middle of the Southern Ocean, the closest object to them is the International Space Station, so the crews have to have absolute confidence in the engine. The engine is certainly at the heart of the yacht, and is integral to this incredible adventure.” Precision maneuverability The 66ft (20.37m) Volvo Ocean 65 has a weight of 12.5 tons, a rig height of 99.4ft (30.3m), and water ballast of 1,900 liters. The boats often operate at high speeds, where precision maneuverability is critical in all conditions. This is the sixth time that Volvo Penta has supplied engines to the Volvo Ocean Race, and the D2-75 with Saildrive was again selected to power the vessels for the 2017-18 edition, because it combines high performance, a compact design, and, above all, reliability. It provides both propulsion and auxiliary power: Propulsion is needed to maneuver the boats in and out of harbors, for transportation between venues when there is no wind, and, most importantly, for emergencies; while auxiliary power is needed for all onboard electrical requirements, including the communication equipment, computers, lights, heating, hydraulic system that operates the canting keel, and for the ‘water-maker’ that converts salt water into safe drinking water for the crew. The canting keel is made of a high-strength steel alloy fin and a 3.5 tonnes lead bulb at the end, hinged on the bottom of the hull with a lever into the boat and two large hydraulic cylinders that operate it. It swings sideways +/-40 degrees to increase the stability of the boat. “The Keel Hydraulic system uses a lot of power,” says Dahlsten. “And the canting keel stabilizes the boat enormously, so it can carry a bigger sail and race a lot faster. The power of the D2-75 makes for fast movements of the keel in the intense In-Port races.” Dee Caffari is the skipper of one of the seven teams competing, called Turn the Tide on Plastic. “These boats are harnessing the power of nature, but to keep all the systems running you need power, and you need energy. You need the reliability in the harshest of conditions and the Volvo Penta engine is key to that. That indestructible machine will keep going no matter what.” Reliability in all conditions Volvo Penta’s D2-75 diesel engine is ideal for sailboats, producing minimal noise and vibration. “This engine is proven to be strong, robust and very reliable,” says Alexandra Range, product manager for the D1 and D2 engine range at Volvo Penta. “It provides enough power at low rpm for normal propulsion, and so it gives spare capacity to power extra alternators, if necessary. The sailboats it’s usually installed in, of 45-55 feet, use a lot of electrical equipment for onboard comfort, such as TVs, air conditioning, and cooking, and the D2-75 is well suited to deliver the electrical power needed. “If it can be used in extreme conditions for the Volvo Ocean Race, then customers in normal sea conditions can be certain that it will work well for them.” As the next level of EU emissions regulations comes ever closer, manufacturer Sandvik has chosen Volvo Penta as the ideal provider of Stage V solutions for its mining equipment. With some of the toughest working conditions in confined areas, underground mining has many physical aspects to consider and more requirements than most industries for stringent rules on emissions. “Volvo Penta has been very accommodating in working with our technicians and designing an engine package to fit our machines,” says Wayne Scrivens, vice president of Product Line, Load and Haul at Sandvik. “Our units have a low profile for working in confined spaces and tunnels, so they must be compact, and Volvo Penta has found solutions for us.” Due to the nature of the industry, underground mining faces particular challenges in relation to environmental health and the ways in which emissions are minimized. “Ventilation in mines requires fresh air being pumped underground both for human needs and to dilute the exhaust emissions, and this is then pumped back up to the surface,” says Scrivens. “In deep mines, this air can be refrigerated, so the processes all add up to considerable cost. With Stage V, reduced emissions from the engine means reduced ventilation requirements, so it lowers the costs for the operator.” Robust engines for a harsh environment Sandvik was founded in Sweden in 1862 and is now a global engineering company. The company’s Mining and Rock Technology division has been working with Volvo Penta for more than ten years, and the two companies have partnered together several times in developing engine solutions to complement prototype machines that have subsequently gone into full production. Sandvik is installing Volvo Penta’s Stage V solutions, in its underground loaders and trucks, for underground mining operations, following prototyping and extensive testing. In particular, the 17-tonne Sandvik LH517 underground loader has shown to be running successful trials with a Stage V engine in Finland. “The engine has to be robust to perform well in underground conditions – it’s a very harsh environment,” says Scrivens. “Both Volvo Penta’s technicians and ours have analysed results to see whether any modifications would be needed before going into serial production. So far, things have gone really well.” Embracing a stricter emissions policy Sandvik currently offers its underground loaders and trucks with several engine options – Stage II, Stage III and Stage IV– to accommodate different countries’ emissions requirements and customers’ abilities to use ultra-low sulfur diesel (ULSD); ULSD is used mainly in Europe, North America and Australia. To comply with forthcoming EU standards, Sandvik will offer Volvo Penta’s Stage V engine solutions which are certified by the US Department of Labor’s MSHA (mine safety and health administration) and Canada’s CANMET – both of which stipulate regulations for ventilation in mining. “We have found that many customers embrace lower emissions engines even when the regulations in their countries do not require the strictest levels,” adds Scrivens. “And as Volvo Penta’s Stage V engines are certified by MSHA and CANMET, it means we can offer our machines in the US and Canada with the correct certification already in place. It’s good for us that Volvo Penta is able to support us in this way.” EU Stage V “We weren’t well known in the mining industry when we first started working with Sandvik a decade ago, but we have good products and we have learned a lot about what is important to them,” says David Hamilton, director of global key accounts and business development at Volvo Penta. “Uptime in particular is very important in underground mining. The engines are put in extreme conditions in mining and their success shows we have a robust and durable range. We have proven ourselves, and as they are a well-known international brand with many customers, we are pleased that they have chosen our Stage V solutions for their underground mining machinery. Sandvik’s commitment to our Stage V range sees them taking a step forward in our relationship.” Volvo Penta’s EU Stage V solutions feature a high-performance engine and perfectly matched exhaust aftertreatment system (EATS). The range is optimized for tomorrow and keeps the highest focus on maximized uptime and fuel efficiency, along with ease of installation, operation and maintenance. The Stage V range offers power from 105 to 565 kW (143-770 hp). As one of the world’s toughest sporting events, the Volvo Ocean Race is a nine-month endurance contest that covers 45,000 nautical miles. Not only are the crews put to the ultimate test of man-versus-nature, but the Volvo Ocean 65 yachts also face an extreme challenge. As the next – and most difficult – leg of the race begins, from New Zealand to Brazil, Volvo Penta’s technical support engineer, Johannes Karlsson, has been giving the D2-75 engines a full service to ensure they can withstand any eventuality. “This is a very tough race, but the D2-75 has proven to be robust and reliable as expected,” says Karlsson. “The engine has done what it is supposed to do, even in extreme conditions.” Harshest conditions of the race Leg 7, from Auckland to Itajaí, is regarded as the most difficult and definitive section of the Volvo Ocean Race. As the longest leg, covering 7,600 nautical miles, the teams will face the harshest conditions as they cross the Southern Ocean near to Antarctica: storm-strength winds, huge waves of up to 7m, and icebergs are typical of this leg. In order to assist the teams in remaining safe, the race organizers have set an ‘Ice Exclusion Zone’ into which the teams should not sail, but the crews will certainly encounter bitterly cold temperatures, gales and formidable sea swells. As the most demanding stretch, it is the leg that the teams most want to win. And as such tough conditions can damage or even break the boats, the engine needs to be absolutely reliable in a life-or-death situation. Robust engine for all eventualities Each of the seven teams has a Volvo Penta D2-75 engine on their Volvo Ocean 65 vessel. As the heart of the yacht, the engine provides onboard power for a sophisticated network of communications devices, as well as for heating – which is vital in the freezing temperatures of the Southern Ocean – and lighting, the safe-drinking ‘water-maker’, and the canting keel. It is also used for propulsion in an emergency, or to maneuver the yacht in and out of harbors if there is no wind. As such, the D2-75 with Saildrive, needs to be able to work efficiently at all times. The 2017-18 edition of the Volvo Ocean Race is the second time that these particular D2-75 engines have been used in the round-the-world contest. Having reached the half-way point of the current race, each engine has so far been used for around 60,000 nautical miles, and will need to endure approximately 22,500 more miles. On this edition, each team has so far used their engine for around 500 hours – up to four or five hours per day – using around five liters of fuel, to repeatedly charge the batteries to deliver all the power that the vessels’ equipment require. Preparing the Volvo Ocean Race engines for their toughest challenge Volvo Penta’s technical support engineer, Johannes Karlsson (right), services all of Volvo Penta’s engines in the Volvo Ocean Race. Full service to keep the fleet moving Karlsson has already conducted interim servicing of the engines during previous race leg stop-overs, but the longer scheduled break in New Zealand has enabled him to give the engines a full service. This has included changing all the consumable parts, such as air and oil filters, and making any adjustments due to wear and tear on the engines. “We’ve not had any big issues, but the propellers are put under a lot of pressure from the constant high speeds and higher G-forces than in normal sailing conditions,” says Karlsson. “One team had an impact from something like a large piece of wood in the water, which put the saildrive slightly out of position and cracked the flywheel housing; and another team’s engine need a clutch change, load idling adjustments and alterations to the gearbox coupling, but all the engines have been running well.” Karlsson has had to schedule his service of each engine to fit in with technicians who work on other sections of the vessels, including the electrics, rigging and sails; and all work had to stop for 24 hours while each yacht was re-covered with anti-skid paint. Servicing of each engine normally takes around two or three hours. “Servicing is a logistical challenge, but with the increased digital connectivity for this race between the boats and the Race HQ, it makes it easier for me to see how each engine is performing, and to monitor things like fuel consumption,” says Karlsson. “The teams can also send any queries they have while they’re onboard, so that’s a real advantage to help prepare for a service.” Good teamwork As Volvo Penta’s engine technician for the Volvo Ocean Race, Karlsson has been part of The Boatyard, a shared facility where all Volvo Ocean 65 parts’ suppliers work to carry out maintenance and repairs. And in addition to servicing the D2-75 engines, he has also serviced Volvo Penta’s V6-280 DPS aquamatic sterndrive gasoline engines for each team’s rigid inflatable boats (RIBs; used for in-port hospitality and transfer of crew and equipment). “We have planned the service access points better on this race, in terms of the design of the RIBs, so it’s been easier than before,” says Karlsson. He adds: “Overall, this is the first time I have been part of The Boatyard concept. Before I was just on my own with my work, so it’s been good to have colleagues to work with. It’s been a real pleasure.” As one of the world’s toughest sporting events, the Volvo Ocean Race is a nine-month endurance contest that covers 45,000 nautical miles. Not only are the crews put to the ultimate test of man-versus-nature, but the Volvo Ocean 65 yachts also face an extreme challenge. As the next – and most difficult – leg of the race begins, from New Zealand to Brazil, Volvo Penta’s technical support engineer, Johannes Karlsson, has been giving the D2-75 engines a full service to ensure they can withstand any eventuality. “This is a very tough race, but the D2-75 has proven to be robust and reliable as expected,” says Karlsson. “The engine has done what it is supposed to do, even in extreme conditions.” Harshest conditions of the race Leg 7, from Auckland to Itajaí, is regarded as the most difficult and definitive section of the Volvo Ocean Race. As the longest leg, covering 7,600 nautical miles, the teams will face the harshest conditions as they cross the Southern Ocean near to Antarctica: storm-strength winds, huge waves of up to 7m, and icebergs are typical of this leg. In order to assist the teams in remaining safe, the race organizers have set an ‘Ice Exclusion Zone’ into which the teams should not sail, but the crews will certainly encounter bitterly cold temperatures, gales and formidable sea swells. As the most demanding stretch, it is the leg that the teams most want to win. And as such tough conditions can damage or even break the boats, the engine needs to be absolutely reliable in a life-or-death situation. Robust engine for all eventualities Each of the seven teams has a Volvo Penta D2-75 engine on their Volvo Ocean 65 vessel. As the heart of the yacht, the engine provides onboard power for a sophisticated network of communications devices, as well as for heating – which is vital in the freezing temperatures of the Southern Ocean – and lighting, the safe-drinking ‘water-maker’, and the canting keel. It is also used for propulsion in an emergency, or to maneuver the yacht in and out of harbors if there is no wind. As such, the D2-75 with Saildrive, needs to be able to work efficiently at all times. The 2017-18 edition of the Volvo Ocean Race is the second time that these particular D2-75 engines have been used in the round-the-world contest. Having reached the half-way point of the current race, each engine has so far been used for around 60,000 nautical miles, and will need to endure approximately 22,500 more miles. On this edition, each team has so far used their engine for around 500 hours – up to four or five hours per day – using around five liters of fuel, to repeatedly charge the batteries to deliver all the power that the vessels’ equipment require. Preparing the Volvo Ocean Race engines for their toughest challenge Volvo Penta’s technical support engineer, Johannes Karlsson (right), services all of Volvo Penta’s engines in the Volvo Ocean Race. Full service to keep the fleet moving Karlsson has already conducted interim servicing of the engines during previous race leg stop-overs, but the longer scheduled break in New Zealand has enabled him to give the engines a full service. This has included changing all the consumable parts, such as air and oil filters, and making any adjustments due to wear and tear on the engines. “We’ve not had any big issues, but the propellers are put under a lot of pressure from the constant high speeds and higher G-forces than in normal sailing conditions,” says Karlsson. “One team had an impact from something like a large piece of wood in the water, which put the saildrive slightly out of position and cracked the flywheel housing; and another team’s engine need a clutch change, load idling adjustments and alterations to the gearbox coupling, but all the engines have been running well.” Karlsson has had to schedule his service of each engine to fit in with technicians who work on other sections of the vessels, including the electrics, rigging and sails; and all work had to stop for 24 hours while each yacht was re-covered with anti-skid paint. Servicing of each engine normally takes around two or three hours. “Servicing is a logistical challenge, but with the increased digital connectivity for this race between the boats and the Race HQ, it makes it easier for me to see how each engine is performing, and to monitor things like fuel consumption,” says Karlsson. “The teams can also send any queries they have while they’re onboard, so that’s a real advantage to help prepare for a service.” Good teamwork As Volvo Penta’s engine technician for the Volvo Ocean Race, Karlsson has been part of The Boatyard, a shared facility where all Volvo Ocean 65 parts’ suppliers work to carry out maintenance and repairs. And in addition to servicing the D2-75 engines, he has also serviced Volvo Penta’s V6-280 DPS aquamatic sterndrive gasoline engines for each team’s rigid inflatable boats (RIBs; used for in-port hospitality and transfer of crew and equipment). “We have planned the service access points better on this race, in terms of the design of the RIBs, so it’s been easier than before,” says Karlsson. He adds: “Overall, this is the first time I have been part of The Boatyard concept. Before I was just on my own with my work, so it’s been good to have colleagues to work with. It’s been a real pleasure.” There are going to be many times when the sun isn’t shining, the wind isn’t blowing and your batteries are low. The only choice you might have is to charge your batteries using your fossil fueled generator. As you may already know, there is not a more expensive method of battery charging than using a 120/240 volt 60hz (230 volt 50hz) AC fossil fueled generator. There are 3 ways to charge your battery bank and they are listed below in order of best to worst (most efficient to least efficient) methods of charging your battery bank. Most efficient just means you get more kWhs per dollar spent (or liter of fossil fuel consumed). Ideally you would have enough solar, wind or micro-hydro power (but that can be almost impossible in some climates). The second best would be a DC generator made from a fossil fueled engine and 3 phase alternator that is rectified to DC. Using an off-the-shelf or industrial 120/240 volt 60hz (or 230 volt 50hz) fossil fueled generator. Making your own electricity with a gas, propane or diesel generator can cost anywhere from $2.50 t0 $5.00 per kilowatt hour compared to the $.05 to $.60 per kilowatt hour most utilities charge. It is horribly expensive and environmentally a disaster. Most fuel powered generators have no or very little emissions controls and are made to wear out in a matter of months when used to charge batteries in an off grid power system. STEP 1: Bulk charge at 10% of the battery bank”s C20 rate The first step in setting up your system to charge batteries efficiently is to program your inverter/battery charger to charge at 10% of the battery bank’s C20 AH rating. Consult your battery manufacturer’s literature for the C20 amp hour (AH) rating. For example: Trojan’s L16s have a C20 amp hour rating of 370 AH at 6 volts. If you were to take four of these L16s and place them in series you would now have a 24 volt battery bank rated at 370 amp hours. Simply take the C20 AH rating and multiply by 10% or .10. This is your bulk charge current setting. In the above example you should try to put 37 amps (370 multiplied by 10%) at 24 volts into your battery bank. This would require about 880 to 1110 watts depending on the actual battery voltage. To get the most “bang for your buck” try your best to achieve the 10% of the bank’s AH rating. Obviously there will be times when this is not possible such as having too small of a generator or too small of a charger. You can charge at a lower current, it just won’t be as efficient. If you charge with more than 10% of C20, you risk damaging the batteries due to over heating and over gassing. Let’s try another example: This time we have sixteen Trojan T105s (225 AH @ 6 volts) wired in series and parallel to make a 48 volt battery bank. There are two banks of eight batteries that are paralleled to make 450 amp hours (C20) at 48 volts. This is pretty common battery bank and is shown in the picture below… In this example, it is best to set your inverter/charger to bulk charge at 45 amps (450 amp hours multiplied by 10%). Forty five amps is approximately 2160 to 2700 watts depending on the real voltage of the battery bank. Even if you have a much larger battery charger/generator, 45 amps is the target charge rate for this particular battery bank. Any less will result in excess generator run time and fuel consumption, any more can result in damage to your batteries. STEP 2: Program correct bulk voltage into inverter/charger Consult your battery manufacturer for the correct bulk voltage setting. Next examine your inverter/charger’s manual to learn how to program the bulk voltage. You need to be careful here as some manufacturers list: the bulk voltage per cell the bulk voltage per battery the absorption voltage (same thing as bulk voltage) the bulk/absorption voltage (same thing as bulk voltage) the bulk voltage as a range (i.e. 2.35-2.45 volts per cell) the daily charge voltage (same thing as bulk voltage) All of the above terms like absorption, daily charge and bulk voltage are all referring to the bulk voltage setting. If your bulk voltage is listed per cell, think of each cell as being two volts. a 6 volt battery or battery bank has three cells an 8 volt battery or battery bank has four cells a 12 volt battery or battery bank has six cells a 24 volt battery or battery bank has twelve cells a 48 volt battery or battery bank has twenty four cells Once you know how many cells you have simply multiply the volts per cell by the number of cells you have. If your battery bank is 48 volts you know it will made up of 24 cells. For our first example we have 4 Trojan L16s. Trojan lists the bulk/absorption voltage as 2.45 volts per cell. DEUTZ makes a start on off-highway electrification
Innovative drive systems reduce operating costs thanks to electrification DEUTZ engines are ‘Stage V certified’ The ‘DEUTZ Connect’ app enables engine diagnosis by smartphone Between 23 and 28 April, DEUTZ will be showcasing its innovative drive systems at Intermat 2018, the international construction and infrastructure trade fair which is held every three years in Paris. As part of its E-DEUTZ strategy, DEUTZ will for the first time be exhibiting electrified drive solutions for off-highway applications which can be installed, for example, in construction and material handling equipment. Other highlights include the range of EU Stage V certified engines and the new ‘DEUTZ Connect’ app which enables remote engine diagnosis by smartphone. The E-DEUTZ strategy represents the company’s next decisive step; it combines its low-emission engines with electric drives. In September 2017, DEUTZ acquired Torqeedo GmbH, the global market leader and system solution specialist for integrated electric and hybrid drives for boats. This acquisition is the catalyst for the electrification of the DEUTZ product range. It will allow DEUTZ to harness Torqeedo’s extensive know-how to benefit future developments in its core off-highway business. To illustrate this technology transfer, DEUTZ will be displaying in Paris an electrified off-highway drive solution, consisting of a combustion engine and an e-motor, plus power electronics and a battery pack specially designed for this combination. DEUTZ’s solution will use the high-performance ‘BMW i’ lithium-ion technology which is already successfully employed in the automotive sector. As regards their power output and capacity, each component can be scaled to meet customers’ requirements. Dr Frank Hiller, Chairman of the DEUTZ Board of Management states: “Our E-DEUTZ strategy is designed to make us the market leader for innovative drive systems in the off-highway segment and to steal a march on the competition. Customers will be able to choose whatever is the optimum combination of conventional and electric drive components for their particular application so as to achieve a considerable reduction in their overall operating costs.” STAGE V certified At the 2015 Intermat, DEUTZ’s ‘Stage V ready’ seal was the promise to customers that the existing TCD engine range would meet the EU Stage V emissions standard due to come into force in 2019. DEUTZ has now made good on its promise and is the world’s first engine manufacturer to be given an EU Stage V certificate. The DEUTZ TTCD 6.1 was awarded the first certificate as early as September 2017 and was followed by other models which were immediately marketed under the ‘Stage V certified’ seal. The particular added value for customers is that changing from the current EU Stage IV to Stage V requires no additional installation space, thus avoiding expensive modifications to customers’ equipment. By obtaining the first EU Stage V certificate, DEUTZ is also delivering on its environmental promise and emphasising its position as an engine manufacturer with an eco-friendly focus. Extended power range For heavy-duty off-highway applications, DEUTZ will continue to rely on powerful diesel engines and, from 2019 onwards, ready for EU Stage V, will once again be considerably extending its portfolio in the upper power output range with four new heavy-duty in-line engines with cubic capacities of between 9 and 18 litres. At Intermat, DEUTZ is exhibiting the 300 kW four-cylinder TCD 9.0 which generates 1,700 Nm of torque. The TCD 12.0 and 13.5 are six-cylinder engines producing, respectively, 400 kW of power and 2,500 Nm of torque, and 450 kW of power and 2,800 Nm of torque. All three models are part of a family platform concept with a standardised customer interface and identical front and rear sides, making it considerably easier to integrate and service the engines. The proportion of common parts is approximately 65 percent which reduces servicing complexity and optimises inventory holdings. In future, the 620 kW six-cylinder TCD 18.0 in-line engine which generates 3,600 Nm of torque will occupy the upper end of the power output range. With this engine, DEUTZ is specifically catering for heavy-duty construction equipment with high output and torque requirements. DEUTZ is also extending its product range in the lower power output range. Also appearing in 2019, based on the successful four-cylinder TCD 2.9 (between 30 and 75 kW), will be a three-cylinder variant (the TCD 2.2) ranging in output from 22 to 56 kW. Both these diesel engines will also be available as liquefied petroleum gas (LPG) versions. The gas variants, the G 2.2 and G 2.9, will produce between 26 and 54 kW. All the variants will be based on the same engine platform, creating correspondingly extensive synergy effects. These drives will represent a further option, in particular for low-load applications in the material handling and compact construction equipment field. Get CONNECTED At Intermat, DEUTZ will also be presenting two digital products under the slogan ‘Get CONNECTED’. The free ‘DEUTZ Connect’ service app now enables engine diagnosis to be carried out remotely via a smartphone or a tablet. All the relevant engine data and the fault memory can be read out on-site and sent to the dealer with a single click, guaranteeing rapid and precisely targeted servicing procedures. Fleet operators can also use the easy-to-use app to manage their engines and to specify servicing windows, for example. Visitors to the stand at Intermat will be able to put the app to the test on an oversized smartphone. DEUTZ is also showing its new online service portal (www.deutz-serviceportal.com), another feature of its service provision. Customers anywhere in the world will be able to get in touch with their local service partner to register their engines online and to buy spare parts online 24/7. This platform-based system combines the benefits of the World Wide Web – unlimited availability round the clock – with the strengths offered by an expert local aftersales service. The provision of aftersales support and parts delivery will remain in the hands of the local DEUTZ partner close to the customer. This allows delivery times to be minimised and the most efficient support to be provided. As Michael Wellenzohn, member of the DEUTZ AG Board of Management for Sales / Service and Marketing explains: “The ‘DEUTZ Connect’ app and the new online service portal represent an investment in the digitalisation of our business; at the same time, they provide our customers with highly-capable and convenient service solutions, saving them time and money. Taken together with our extended range of Stage V certified combustion-engine products and our future E-drive portfolio, we are now ideally positioned in the market to contribute actively to the future shape of mobility with our innovative drive systems.” “The QSK95 is a perfect fit for highly sophisticated vessels such as Kilimanjaro VII,” said Jim Schacht, Executive Director – Cummins Global Marine Business. “This product fully leverages Cummins unique experience with our in-house technologies such as turbo chargers, filtration and electronics delivering increased power and reliability, fast transient response and simple serviceability.” The QSK95 is the newest and most powerful Cummins engine for the marine market offering a power output previously exclusive to medium-speed marine engines with power ratings from 3200 hp to 4200 hp for propulsion, auxiliary, generator and diesel electric applications. The QSK95 brings the advantage of a lower capital cost, a more compact installation and exceptional fuel efficiency when compared to other engines in this class. Extended service and more cost-effective rebuilds add a further economic advantage for high-hour, hardworking vessels such as passenger transport, tugs, inland waterway towboats, crew boats, dredges and government patrol vessels. “Cummins has supported us well in the past, leading us to select the QSK95 for our newest and largest addition to the fleet.” Said Abubakar Aziz Salim, Managing Director – Azam Marine, “The unique engine design, high power density and available continuous-use power has allowed us to use a vessel design we are familiar with but expand its capability to carry more passengers.” Azam Marine and Coastal Fast Ferries operate passenger ferry boats between the islands of Zanzibar, Pemba and mainland Tanzania. Kilimanjaro VII will be the largest of the seven vessel fleet measuring 45 meters in length. Using the QSK95 will allow Kilimanjaro VII to carry more passengers while maintaining similar top speeds as its smaller sister ship, the Kilimanjaro VI. The fast catamaran hull was designed by Incat Crowther and will be built by Australian company Richardson Devine Marine in Tasmania. The vessel will utilize water jet propulsion to reach its target top speed of 32 knots. Kilimanjaro VII will carry more than 500 passengers in total with four levels of comfort from Economy Class to Royal Class. Providing house load electrical power will be a pair of Cummins 6C-C Power marine generator sets producing 126 kWe power each. “We are constantly improving the reliability, maintainability and availability of our vessel designs to provide more valuable assets for our clients with less maintenance cost and higher uptime,” Daniel Mace, Technical Manager – Incat Crowther. “Cummins provides reliable and durable propulsion power to support this further evolution of the design. They are easy to do business with due to their responsive and knowledgeable staff, providing all the technical information we need when we need it.” Founded in 1989, Richardson Devine Marine has successfully constructed sister ships Kilimanjaro I, II, III, IV, V and VI based off of the Incat Crowther catamaran design. Many Richardson Devine Marine built vessels can be seen operating around Australia, New Zealand, Japan, Tanzania and the Republic of Seychelles. The success of the Kilimanjaro fleet is a testament to the quality aluminum construction produced by RDM. In 2017, Yuchai exported 12173 bus engines, which topped 10 thousand engines for the first time, a record high in Yuchai’s history. Among the exports were more than 3000 YC6L and YC6MK coach engines, a rise of 64% on the previous year, above 2500 gas engines, with a year-on-year growth of 300%, and over 1200 passenger vehicles, up 17% compared to the previous year. By seizing upon the exciting opportunity of the “Belt and Road” Initiative, Yuchai exported its products towards a great number of countries around the world. In Myanmar, Yuchai scored the largest order among domestic bus engine manufactures in 2017. Its gas engines will be used in China’s first 2000-bus export orders to Yangon, landed by Zhengzhou Yutong Bus Company Limited, FOTON AUV Bus and Anhui Ankai Automobile Company Limited. Yuchai took a large market share in Philippine market, gaining high reputation among local people and becoming the first choice to be considered by customers. Here, Yuchai exported more than 1500 engines this year, an increase of 15% on a YoY basis. In its traditional market―Saudi Arabia, Yuchai scored remarkable gains in 2017, exporting nearly 1300 Hajj-purposed vehicles and long-distance buses. Meanwhile, YC6MK managed to squeeze into Saudi Arabian large bus market. In Kuwait, Yuchai, maintaining its competitive edge in school bus market, claimed all the government-approved orders of over 800 school buses. In Russia, Yuchai surmounted a series of technical difficulties by cooperating with local bus factories, exporting over 200 YC6L engines. In Central and South America, Yuchai achieved great breakthrough in local KD production and exported more than 500 engines. In Peru, Yuchai maintained the momentum of growth in passenger vehicle exports. It exported above 500 engines, an increase of 258% compared with the previous year. As it constantly presses ahead with its overseas strategy, Yuhcai will further strengthen its predominance in overseas bus market. |
作者
dieselgenerator 存档
July 2022
类别 |