The first episode of the Mighty Jobs series will focus on mining, followed by episodes on harbors and forestry. The YouTube series showcases Volvo Penta’s industrial engines and will put a spotlight on the diversity of applications and possibilities for customers. Now a major part of Volvo Penta’s overall offering, the period from 2014-2017 saw an astonishing 34 per cent yearly average growth in off-road engine sales. The power generation engine range has also achieved widespread success by offering prime and standby power solutions to customers working in demanding environments. With more than 100 years of experience in serving the industrial sectors, Volvo Penta is further expanding its global reach on land as a premium supplier of power systems with superior features in terms of performance, fuel efficiency, uptime and cost of ownership. By meeting and celebrating the operators of these machines, the ‘Mighty Jobs’ series fits neatly under Volvo Penta’s ‘Made to move you’ brand tagline, which reflects the synergy between the many business segments covered by the organization and those who work in different environments. Diverse applications ‘Mighty Jobs’ will see Volvo Penta’s solutions put to the test on applications as diverse as harvesters, haulers, fire trucks and reach stackers. With more than a decade working in forestry, Canadian presenter Lacey Rose is ideally equipped to show what the machines are capable of. “I have a passion for natural resources and am really looking forward to shining a light on people not normally in the public eye,” she says. “We want to show how this innovative machinery can improve not only efficiency but the world around us, and also how customers can benefit from an increased focus on sustainability. There’s no better way to do this than to experience it hands-on in real working environments.” The contribution that premium power solutions are making to building the society and infrastructure of tomorrow is key to Volvo Penta’s continued drive to innovate, according to Giorgio Paris, Volvo Penta’s head of the industrial segment. “Here we are dedicated to constantly improving and developing the power solutions of today and tomorrow,” he says. “This involves striving towards sustainability and adding value to our customers’ businesses. The ‘Mighty Jobs’ series is an excellent opportunity to see how our solutions are having an impact in many different ways.”
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One of the largest challenges of the engine remanufacturing business is often associated with improper engine installation. We all know that everyone reads all of the literature that comes with each reman engine – right? Even after reading all of the paperwork technicians still seem to find creative ways to damage the engines performance and longevity. Enough humor – this article will discuss basic diesel engine installation and how you can prevent premature engine failures. Imagine the most beautiful remanufactured diesel engine that you have ever seen arrive at your dock in a crate that is packaged to perfection. A technician unwraps the engine and sets it on the ground that is covered in oil dry. He takes the gasket box and sets it on an oily workbench where he was just machining a steer axle. So much excitement – he gets the intake manifold that was laying next to the glass bead machine and gets ready to prep the engine for install. The old oil and fuel filters were just replaced on a PM fifteen hours before the engine failed so the technician decides to re-use them. It’s a shame to throw them away they still have life left in them. All that’s left is the can of dirty off-road diesel that will be poured into the fuel tank with a funnel that was laying on the floor covered with oil dry. She’s ready to fire! Hopefully you understand the shop humor - but sometimes this is not far from the truth. Here is a list of critical installation points. Remember that this is a list of basics and intended to be used as a guide. Check for freight damages and get setup in a clean area with the engine specifications supplied by your remanufacturer. Check to ensure that the engine’s application is correct prior to bolting on accessories. Bolt patterns on the block and crankshaft flange, crank shaft snout, PTO setup, oil galley and freeze plugs, oil pan configuration, etc. Clean both manifolds and check for cracks and warpage when applicable. Do not overtorque. Do not glass bead! Clean and flush the fuel filer housing and lines. Dirty fuel/components can instantly clog the fuel injectors and cause black smoke on startup. Check fuel lines from tank to pump for cracks or crimps. Check transfer or lift pump for proper pressure if not supplied by your remanufacturer. Replace all air, fuel, oil and crankcase filters. Clean the air filter housing and hoses. Check for cracks and for proper sealing of the air filter. Flush or replace the oil cooler if applicable. Ideally you should replace the oil cooler because it is difficult to be sure that all oil contaminates are removed. Recore or replace the radiator and test. Replace the oil pressure sending unit. Adjust the clutch to the proper free pedal before starting. Check the crankshaft end play before and after installing the transmission. • It is up to the technician to prevent thrust bearing failures. Excessive main bearing thrust wear can be caused by the following: - Clutch not adjusted properly - Pilot shaft or torque converter interference with the crankshaft - Blockage and/or restriction of the transmission oil cooler Replace the belts, hoses and motor mounts. Service and inspect the starter, alternator, etc. Install and properly torque flywheel bolts. Over torquing can distort the crankshaft flange on one piece rear main seal designs. Do not use an impact. Upon startup NEVER use engine starting fluid. Check oil pressure and coolant flow in the radiator. If oil pressure is not found in ten seconds of startup stop the engine and inspect the oiling system. Prior to starting the engine - follow the procedures outlined in the engine’s service manual to prime the fuel system. Operating the injection pump dry can cause pump failure. Bleed all of the air out of the fuel system by cracking the injector lines. Run the engine at throttle and at no load until it reaches operating temperature. Verify that no leaks are present and that the cooling system is working properly. Runaround and load test the unit. After the engine has heat cycled check the valve lash and re-torque the cylinder head bolts if practical. Finish assembly of the truck and it’s ready to ship Don’t ruin that ReMaN. Follow these simple steps and you will have quicker and more profitable diesel engine installations. If you would like to discuss this topic, need engine Following the unveiling of its 5-liter Stage V engine concept in 2017, Volvo Penta has made adjustments to the design in order to leverage more power from the unit. After thorough analysis and investigation to secure a high quality product, the company can now reveal an upgrade in available power from an initial output of 160 kW (218 hp) to a new maximum level of 175 kW (238 hp). The alterations have been made in order to offer customers a superior product with enhanced performance, and the new maximum output has been verified through extensive testing. “This is an exciting development as we can give a better, more powerful product, which enables OEMs to provide their customers with the next generation of machines equipped with a superior engine, offering enhanced performance and productivity,” says Erik Lundberg, product manager for industrial engines at Volvo Penta. Upgraded engine for enhanced performance The 5-liter EU Stage V engine – TAD580-582VE – is a four-cylinder unit. Modifications have been made to the base engine, turbo selection, and exhaust aftertreatment system (EATS) in order to produce more power. “More power from the engine leads to better performance and higher productivity of the machine into which it is installed,” says Lundberg. “It means that the engine can be used in a wider range of applications than previously thought, and of course it benefits OEMs and operators in meeting their requirements. In addition, it opens up the possibilities of customers being able to downsize in using our D5 instead of another larger engine, which will be smaller, lighter and use less fuel, and therefore reduce the total cost of ownership.” Optimized performance With new European Union regulations for off-road machinery emissions to be implemented in 2019, Volvo Penta has re-designed its engine range to offer solutions that are optimized for the future. The D5 model is part of Volvo Penta’s EU Stage V range, which also includes D8, D11, D13 and D16 engines. The range as a whole has a power output of 105 to 575 kW (143-782 hp). All engine sizes feature common rail fuel injection and is designed to deliver maximum power and torque at low rpm. This results in optimized performance, smooth operation, low noise, and world-class fuel efficiency. They are equipped with all the key elements of Volvo Penta’s Stage V concept. Engineered with a perfectly matched EATS Volvo Penta’s Stage V engines are compact, with hardware layout and electrical interfaces that are compatible with engines of earlier emissions legislation. The air inlet throttle, together with the uncooled exhaust gas recirculation (EGR), and the electrical exhaust pressure governor (EPG) deliver highly effective heat management of the engine. This enables the system to function without the need to inject fuel into the exhaust stream to raise the temperature. With this approach, the exhaust gas has an optimal temperature when it passes through the EATS. Low heat rejection from the complete system means that less cooling is required. The EATS includes: Diesel Oxidation Catalyst (DOC); Diesel Particulate Filter (DPF; for D5-D13 models); Selective Catalytic Reduction (SCR); and Ammonia Slip Catalyst (ASC). A regeneration strategy maximizing uptime The D5-D13 Stage V engines and EATS are designed to work together to maximize passive regeneration during normal operation. With Volvo Penta’s Stage V approach, there is no high-temperature regeneration due to the fact that sulfur regeneration in the SCR catalyst is not required; only soot regeneration is needed to clean the DPF. “The upgraded power output for the 5-liter Stage V model exemplifies how we keep continually reassess how we can develop our products to provide the best possible solutions for customers,” says Johan Carlsson, chief technology officer at Volvo Penta. “Operators want to be able to get the most out of their machinery for optimum productivity, and therefore OEMs keep looking at ways in which they can manufacture and offer high-performance equipment. With more power and more options, we are providing a win-win solution.” diesel engines charge air pressure will be higher than its design pressure If you mean the fact that a ‘90’s era 6.5 diesel was designed for a pressure up to about 10 lbs max and I regularly hit 20 with mine then what happens is you get almost double the horsepower. However you can also get an increase head gasket failure rate. To combat this we use head studs from ARP when we rebuild these engines. We also use top grade head gaskets and sometimes we might even ring the cylinder at the top. These upgrades can be expensive but almost always guarantee the top end will easily handle over 30 psi. Not bad for an old lightweight diesel. The big question is will the bottom end stay together. Now for newer duramaxes and to some extent the other brands of newer diesel trucks coming out with stock engines pushing 600 HP their engines are already designed to handle much higher pressures and tunes. Often being pushed over 800 HP. With some mods they are pushed over 1000 HP. However the Lifespan of one of these engines pushing 1200HP is sometimes so short it only lasts for 2 dyno pulls. And don’t even consider asking that truck to pull a load up a long grade at that power level. The lifespan of the engine starts getting shorter and shorter the more power you pull out of it. If you want your engine to last literally forever then take that stock 600hp engine and derate it down to 450 HP. Then it will probably outlast you and still get the work done just fine that you are asking of it. Low charge air pressure Possible Turbocharger-Related Causes Heavily fouled filter silencer. Compressor fouled. Compressor damaged. Turbine blade damaged. Nozzle ring damaged. Cover ring eroded. Possible Non-Turbocharger-Related Causes Turbine back pressure too high. Air/Gas leaks. Ambient pressure of engine room reduced. Defective manometer indication Damage Limitation Procedures If the above is noticed please contact our service team. High charge air pressure for clean engines One of the first installation of A175-L turbochargers is onboard the Alexander Maersk, a 1068 TEU container ship, chosen as a demonstrator for the ‘Green Ship of the Future’ project, run under the auspices of the Danish government to targets development of emissions-reducing technologies. This installation also benefits from an experimental exhaust gas recirculation installation, which necessitates use of ABB’s variable turbine geometry (VTG) technology. The exact designation of the turbocharger is A175-L34T with “T” denoting VTG technology - and according to ABB Turbocharging application engineer Klaus Fusstetter, there are three distinct sets of benefits. “First, due to its very high efficiency, this state-of-the-art turbocharger gives significant improvements in fuel consumption and the formation of oxides of nitrogen (NOx)compared to the older unit it has replaced, “ Fusstetter notes. “Second, the inclusion of VTG technology allows close matching of the quantity of charge air reaching the combustion chamber to the amount of fuel injected. And, third, VTG is an essential part of the EGR system fitted on the Alexander Maersk’s main engine to significantly reduce NOx.” In the VTG turbochargers, the normal fixed nozzle ring upstream of the turbine is replaced by a nozzle ring with adjustable vanes. Under electronic control, the adjustable vanes allow the pressure of the exhaust gases impinging on the turbocharger turbine to be regulated. This varies the speed of the compressor wheel and so allows the quantity of charge air delivered to the engine’s combustion chambers to be varied. “VTG technology thus allows close matching of the power the engine produces to the power needed to propel the ship at a given time and under prevailing load and sea conditions,” Fusstetter adds. “The benefits are optimised fuel consumption and related exhaust emissions. Further, the ability to regulate charge air delivery across the engine’s complete operating profile gives improved engine response under load changes.” EGR is common on smaller distillate-burning diesel engines, but hitherto has not been suitable for use with HFO. On the Alexander Maersk, VTG technology gives the necessary control over combustion air delivery needed to supply the correct amounts of air, fuel and exhaust gas into the combustion chamber, Fusstetter explains. “In an EGR system, the engine exhaust gases serve as a source of inert gases. Cleaned and cooled, they are re-introduced into the combustion chamber where they serve to reduce the combustion temperature peaks responsible for well over 90% of NOx formation. A key factor is achieving the correct proportions of inert gas, fuel and charge air. The level of control we can achieve with our VTG technology makes it an ideal tool for regulating the level of charge air delivery.” Fixed price servicing ABB Turbocharging has successfully offered its OPAC operation performance package to end users of engines fitted with ABB turbochargers for some time. The company has now extended the package to include engine builders. OPAC offers delegation of responsibility for maintenance, repair and planned overhauls of turbochargers to ABB’s network of service outlets. For a fixed price, covering an agreed number of operating hours, ABB says it can ensure prompt, well planned servicing and preventive maintenance using only original ABB Turbocharger service parts, carried out by qualified personnel. The first OPAC agreement with an engine builder covers ABB Turbocharging’s TPL69A turbochargers on type LH46LA/6L35MC engines from Hanshin Diesel of Japan, and thus offers the OPAC service to Hanshin’s new engine customers. Like all OPAC agreements, the arrangement with Hanshin is customised to the specific needs of the turbocharger or turbochargers in question, based on a detailed assessment of the turbocharger’s operating profile by ABB’s service department. This appraisal includes its condition at the outset of OPAC servicing, its previous service history, its expected annual running hours and the planned ports of call of the ship. Under the Hanshin agreement, OPAC is integrated into the diesel engine builder’s own Hanasys-Expert (HS-EX) control system, which supplies additional input to the OPAC service event planning process. HS-EX transmits engine operating data from ship to shore where, together with other information relevant to the ship, it is monitored and analysed by Hanshin’s customer support team to work out suitable service schedules. This solution underlines a key feature of OPAC – its adaptability for working together with the customers’ own maintenance systems. ABB Turbocharging offers two OPAC modules. OPAC base covers regular overhauls and service needs related to wear and tear while OPAC premium allows a number of unforeseen circumstances to be included into an agreement, for example foreign object damage. The first OPAC agreement to be signed was with Rotterdam-based Stolt Nielsen Transportation Group and has been running since 2006. The contract covers 74 VTR turbochargers on 20 ships, all with diesel-electric propulsion systems, and has proved satisfying for the customer. Subsequent OPAC agreements have been concluded with K Line in Japan, and China Shipping Container Lines (CSCL) and COSCO Dalian Ocean Shipping Company in China. On the end user side, an OPAC agreement was recently signed with French ferry operator SNCM. The mining industry, like the machines it uses, has evolved rapidly over the years. It’s getting safer, smarter and more efficient. Nowadays, it’s possible to choose exactly how a mining machine should operate – either directly, remotely or even fully-autonomously. At the same time, the segment has become tougher, with increasing worldwide competition and longer, more efficient operating patterns being demanded. Sandvik formed in Sweden over 150 years ago and has a strong tradition of delivering up-to-date equipment and solutions for mining and rock technology. Nowadays they are a global, high-tech engineering group. Since 1978 loading and hauling machines have been designed and built in Turku, Finland. Minna Pirkkanen is Process Excellence Manager for load and haul product line and is based at the Load and Haul competence center in Turku, Finland. “Load and Haul is part of Sandvik mining and rock technology business area. We are producing underground hard rock loaders and trucks for mining customers all over the world.” The first Sandvik loader to feature a Volvo Penta engine debuted back in 2008. These days, all Sandvik mass mining loaders and trucks use Volvo Penta engines. Sandvik loaders and trucks have Volvo Penta stage II engines as standard for non-regulated markets and high altitude applications. Low emission stage IV engines are offered for regulated markets, in which ultra-low sulphur fuel is available. According to Minna Pirkkanen, it is both the proven track record and the current range of benefits of using Volvo Penta engines that appeal to Sandvik. “We have successfully worked with Volvo Penta in the past to introduce a high horse power 16 litre engine for the mining industry. Volvo Penta engines now support us in providing low total cost of ownership, and improved mine health and safety via low emission engines. Added to this, Volvo Penta engines have MSHA and Canmet approvals, which are required for Sandvik customers in North America.” For the working partnership to have flourished, a lot of hard work has been carried out together on the product development front. Engine configuration and layout design have been closely collaborated on, while Volvo Penta offers aftermarket support and spare parts for Sandvik sales channels. Furthermore, when required, Sandvik functions as a service dealer for Volvo Penta. The YouTube series ‘Mighty Jobs’ features Volvo Penta power solutions being put to the test on various applications within mining, harbours and forestry. One episode focuses on the work being carried out at Sandvik’s testmine in Tampere, Finland. The working conditions at the mine are tough. Operating more than 1,000 metres below ground in a damp and extremely dusty environment, the machines must be super-robust, synchronised and reliable. One such machine is a highly advanced underground dumper truck – the Sandvik TH551i. This truck is powered by one of Volvo Penta’s largest engines, the D16. Delivering around 700 horsepower and a massive 3,200 Newton metres of torque, the D16 comes with highly efficient exhaust after-treatment system, and delivers low overall operating costs for Sandvik. In the ‘Mighty Jobs’ episode, we see the importance of synergy between truck and engine in creating greater efficiency, improved safety and easier operation for the driver. Those working with the engines at Sandvik load and haul are delighted to continue the partnership with Volvo Penta and already have plans for further close cooperation, according to Minna Pirkkanen. “Volvo Penta and Sandvik Load and Haul will work together on the upcoming stage V engine introduction. We look forward to more successes together in the future.” Only a few years ago, traditional logic for generator sets (gensets) held that diesel meant reliable and inexpensive but also noisy, loud and messy. Natural gas meant expensive and temperamental but also quieter and cleaner. Today, thanks to the development of new technologies in engines, enclosures and other components, the differences between diesel and natural gas generators is no longer so clearly defined. Additionally, many firms follow conventional logic in their comparisons of these two fuel types and fail to give sufficient weight to the operating realities of their particular applications. In this article, we'll take a look at both new developments and long-standing considerations that impact generator selection by fuel type in the power generation industry. The Engine Equation Traditionally, the viewpoint has been that diesel engines provide response, power and longevity, while natural gas engines are more environmentally friendly. Although the environmental argument for natural gas still holds true, diesel is no longer the clear winner in terms of power and response. Spark-ignited (natural gas) industrial engine manufacturers can now optimize the RPM of these engines to make their transient response similar to that of diesel. Manufacturers are also producing natural gas units that can meet the 10-second startup requirement for backup systems that is traditionally associated with diesel engines, alone. Use of gear-on-gear powertrains or two-pole alternators (as opposed to traditional four-pole alternators) has increased the overall performance and power of natural gas engines, as well. Manufacturers have also incorporated stronger, more resilient engine parts, such as hardened valves and seats, to boost performance and increase reliability. In the area of energy density, there is no doubt that diesel has greater peak energy density than natural gas-by a factor of more than of three (generally 129btu versus 37btu). Even here, there are mitigating factors that may tip the scales in favor of natural gas. Density is impacted by both engine and fuel conditions. A poorly maintained diesel engine, or one running sludgy fuel from a fuel tank filled with particulates, likely will outperform a natural gas engine, but it will not perform at its peak. Even more significantly, diesel engines have a sweet spot of 50-70% of load, with 80% being the recommended maximum for long-term prime operation. Running them under a lighter load for long periods of time results in wet stacking, a condition that sends unburned fuel and soot into the exhaust system. Operators that run engines under light loads often employ load banks to consume the excess energy. This approach reduces wet stacking but can waste a considerable amount of fuel. As an alternative, those operators could instead choose natural-gas-powered generators, which burn hotter than diesel engines. These engines are less likely to experience problems with unburned fuel, even if they are run at a lighter-than-optimal load. Built to Last Regarding longevity, diesel engines still tend to have longer lives, on average, than natural gas engines. However, many of the new technologies mentioned above not only enhance performance in natural gas engines; they also increase engine resilience and longevity. In short, companies that plan to keep their engines operating at peak condition will still likely enjoy the greatest longevity from a diesel engine. If they allow it to fall prey to the operating challenges discussed in the previous section, longevity will suffer-in extreme cases, potentially cutting engine life in half. For firms that use generators only for backup power, a natural gas engine may provide nearly the same effective life, given how infrequently it is used. Other considerations such as continuity of fuel source also come into play, perhaps outweighing diesel's benefits of performance and engine life. Cost Comparison It's a common misconception that industrial diesel engines are considerably less expensive than comparable natural gas models. Below 150kW, natural gas engines are actually more cost effective, even without factoring in the fuel differential. For applications where more kW are required, power producers can create parallel configurations of smaller engines to provide them with the cumulative kW needed for the operation. Parallel systems have the advantage of supporting load sharing and management, making them one of the most cost-effective and environmentally friendly options, in terms of fuel use, for variable load applications such as mini-grids. Add to this savings the reliability and scalability of parallel systems where they replace a single, larger diesel generator (such as for backup power) and the benefits of such a solution are considerable. For the past two years, natural gas genset suppliers have also been touting fuel prices as cost benefit. While the fall in natural gas prices is certainly making them a more attractive option, plummeting oil prices are having a similar effect on diesel generator fuel. We won't make a prediction here, because the outcome of fuel prices is anyone's guess. Saving the Planet One of the big advantages of natural gas, of course, is that it burns more cleanly than diesel. This comparison is exacerbated for any of the operating conditions mentioned in the previous section, where wasted fuel increases soot and dangerous emissions. In addition, shortened engine life from wet stacking, light loads, inadequate maintenance and other common diesel generator issues can negatively impact emissions even more. This can be an problem, not only for the environment, but also for regulatory compliance with the EPA and other agencies that protect it. The new rules require MACT (maximum achievable control technology) emissions controls and GACT (generally achievable control technology) management practices for both major sources and area sources of HAPs (hazardous air pollutants). Engine maintenance and condition monitoring must be verified through reporting, and if operators allow engines to fall outside acceptable ranges with poor maintenance or fuel conditioning, steep fines can result. The fines for not keeping an engine in optimal running condition can quickly eclipse the added cost of a natural gas model. Consequently, firms should consider all of these factors before they make an engine choice. Bi-Fuel add-ons give diesel engines the ability to burn natural gas, but there are no solutions that enable natural gas engines to burn diesel. Photo courtesy: HIPOWER Systems Bi-Fuel add-ons give diesel engines the ability to burn natural gas, but there are no solutions that enable natural gas engines to burn diesel. Photo courtesy: HIPOWER Systems Bi-Fuel Is not Bi-Directional One of new technologies beginning to really make headlines is bi-fuel. With this technology, diesel engines can run up to 75 percent natural gas, with the gas being introduced through the air intake. Functionality is usually provided by an add-on system, including a highly sensitive, intelligent controller that adjusts and optimizes the ratio of gas to diesel during startup, to address transient response needs or performance issues, or during ongoing operation. Bi-fuel systems can save operators up to 50 percent on fuel costs, based upon the cost of diesel relative to natural gas, and they make diesel engines more environmentally friendly. Going into the details of bi-fuel solutions is beyond the scope of this article. but HIPOWER SYSTEMS posted a detailed article on bi-fuel in June if you would like more information. For the purposes of this article, the point is that bi-fuel solutions do not work both ways, and due to differences between the fuel types and the respective ignition systems (compression versus spark-ignited), we do not anticipate they ever will. As a result, if you want the option of burning diesel in any percentage, along with the flexibility to burn a large amount of natural gas, you must purchase a diesel generator. They can come equipped with bi-fuel add-ons, or operators can add them at a later date. Fuel Supply and Storage Fuel handling is another area where diesel gensets and natural gas generators are not converging. As with other criteria, the benefit of one over another often depend upon the situation and need. For example, it is widely promoted that natural gas delivered from a pipeline can run a generator indefinitely in the case of a disaster. This is true in most situations, but there are caveats. It's fairly evident that any natural disaster that disrupts the earth, such as an earthquake, can cause supply disruption. Of greater surprise to many enterprises, weather-related events such as hurricanes and tornadoes can cause damage to buildings that disrupts their natural gas lines. This in turn can impact gas pressure in the surrounding area or even force a utility to shut the gas supply off. Any power provider considering a natural gas genset as a backup power supply to keep utility offices running in the event of storm or for other reasons should be aware of these possibilities. For diesel, fuel availability is limited only by delivery frequency. If diesel trucks can service a site, then fuel supply is no problem. However, in remote locations that use generators for backup or prime power, weather can factor into fuel delivery, as well. Additionally, diesel fuel can become contaminated with water, particulates and algae over time. (Ultra-low-sulfur diesel fuel is especially prone to degradation.) For remote locations that cannot easily undertake routine fuel sampling and cleaning, automatic fuel polishers, which consist of a pump and filtration system, can be incorporated into a diesel genset. Protection from the Elements; Protection for People Another traditional factor in comparing natural gas to diesel has been the cold-sensitivity of diesel fuel and engines. This has become less of an issue in the past decade or so, as fuel additives and special fuel types were developed to reduce diesel gelling in temperatures to as low as -20oF. More recently, the rise of enclosed generators with winter add-ons has made gelling even less of a concern for diesel engine performance. These developments are especially welcome in the remote locations common to mini-grids, wind and solar farms, and other small energy producers. Gelling is primarily a concern when it enters the engine (specifically the fuel filter, where gelled fuel clogs up the filter, preventing a freely flowing fuel supply to the engine). Heated enclosures powered by the generator itself, not to mention fuel filter heaters and other localized heaters, do an outstanding job of keeping the engine and its liquids at the proper operating temperature. Modern enclosures for diesel generators also make it easier to dampen sound and vibrations. In areas where noise or vibration is a sensitive issue, enclosures with rock wool insulation can close the gap that traditionally separates quieter natural gas generators from diesel models. Big Bore In this article, we’ll demonstrate two ways to sleeve an engine: one to repair a broken cylinder, and the other for more displacement. Using these processes, we were able to resurrect an otherwise good ’71 LT-1 350 Chevy and build a 426 Hemi out of a new Hemi block with a bore-and-stroke combination unavailable in the marketplace. Block Repair Any type of precision machining begins with a thorough cleaning of the parts being worked on. Here, IMM’s Fred Hafliger runs our crusty 350 through the hot tank. Why bother sleeving a small-block Chevy when you can still readily find them for sale? We got this one for free from its previous owner who had used it to power a 9-second, second-gen Camaro for nearly a decade before a ring land broke and gouged the bore. He unloaded it to us after buying a new block. Sleeving this engine is cost effective because these ’70s-era LT-1s had four bolt mains and forged internals that we can still reuse.
More Displacement Want more cubic inches than your current engine block offers? Re-sleeving the entire engine may be your only option if aftermarket blocks aren’t available in the architecture you’re using. Here, we followed along as Superior Automotive Engineering in Placentia, California, gutted an entire 6.1L Hemi to sleeve it up to accommodate 426 ci. 1. Superior’s Rottler CNC boring machine has a program for re-sleeving the new Hemi engine, and the end result is a shell of its former self. The cylinders and water jacket structures are completely machined away.
3. The sleeves are installed by hand, using O-rings and an anaerobic sealant where they fit into the step left in the block.
Every vehicle is equipped with a fuel gauge to tell the driver how much fuel is left in the fuel tank. A fuel pump is a device that creates a flow to transmit the fuel from the fuel tank to the fuel rail. The fuel pump is located in the fuel tank and attached to the fuel gauge sender. The pump has gears or a rotor inside it to create a flow to push the fuel through the fuel lines. The fuel pump usually has a screen on it to keep out the large particles. Most pumps today have filters in them to screen out the small particles. The fuel pump on an older vehicle before fuel injection was introduced to the automotive industry was attached to the side of engines. These pumps worked like water pikes that pushed up and down to create a flow. There was a rod on the fuel pump that would be pushed down by a cam lobe on the camshaft. It would not matter if the camshaft was out of timing or not. Some older vehicles would break off the cam lobe on the camshaft causing the fuel pump to fail. Well, a quick fix to get fuel to the fuel management system was to use a 12 volt electric fuel pump. This electronic fuel pump is good, but can create too much flow for the volume of the fuel in the lines. Fuel pump signs of failure As the fuel is constantly being filled at the pump, drained by engine operation, and sloshed around due to driving conditions, the Volvo fuel pump constantly heats up and cools down causing the motor to burn slightly. Over time, the motor will have burned enough to cause too much resistance on the electrical contacts. This will make the motor stop working. When the fuel is low all the time, fuel pumps tend to operate a hotter temperature causing them to burn the contacts up. This will also make the motor stop working. With the fuel pump working, listen for unusual noises and high-pitched whining noises. This can be a sign of the gears wearing out inside the pump. When driving the vehicle around during a test drive throttle the engine hard to demand the fuel management system for more fuel. If the fuel pump is working the engine will accelerate quickly; however, if the fuel pump is failing or has failed then the engine will stumble and act as it wants to shut off. Warning: Do not use starting fluid to start an engine with a failed fuel pump. This will damage the engine. Other things that happen to cause failure to the fuel pump is the type of fuel is poured into the fuel tank. If fuel was poured in at a gas station while a gas pump truck is fueling the station, junk in the bottom of the large storage tanks will stir up and end up into the fuel tank of the vehicle. The particles can get inside the fuel pump and increase the resistance as the rotor or gears begin to grind. If the fuel was poured in at a gas station with very little traffic to the station, there may be an excessive amount of water in the fuel causing the fuel pump gears or rotor to rust and cause more strain on the electric motor or get stuck. Plus, if any of the wiring from the battery or computer to the fuel pump get corroded will cause more resistance than normal making the fuel pump to stop working. Fuel gauge sender failure on computer controlled vehicles If the fuel pump fails, the engine management system will record this event. A fuel pressure sensor will let the computer know if the fuel pressure has decreased more than five psi (pounds per square inch). As the fuel pump is located inside the fuel tank, there is no real way to check it. However, you can check the electronic plug on the fuel pump for any damage. If you have a digital ohm meter, you can check for power at the plug on the harness. You can check for resistance to the motor through the plug on the fuel pump. If there is resistance but not high, then the electric motor should be in good order. If there is no resistance on the fuel pump, then the electric motor contacts have been burned. Step 1: Check the fuel gauge to see the level. Document the location of the needle or percentage of the fuel level. Step 2: Start the engine. Listen for any problems within the fuel system. Check to see how long the engine cranks for. Check for any rotten egg smell as the engine is running very lean. Note: The rotten egg smell is caused by the catalyst becoming too hot due to the emissions burning above the pyrometer temperature. Part 2 of 9: Prepare to replace the fuel pump Having all of the necessary tools and materials prior to starting the work will allow you to get the job done more efficiently. Working Principle of Fuel Injection System For the engine to run smoothly and efficiently it needs to be provided with the right quantity of fuel/air mixture according to its wide range of demands. Traditionally, the fuel/air mixture is controlled by the carburettor, an instrument that is by no means perfect. Its major disadvantage is that a single carburettor supplying a four-cylinder engine cannot give each cylinder precisely the same fuel/air mixture because some of the cylinders are further away from the carburettor than others. One solution is to fit twin-carburettors, but these are difficult to tune correctly. Instead, many cars are now being fitted with fuel-injected engines where the fuel is delivered in precise bursts. Engines so equipped are usually more efficient and more powerful than carburetted ones, and they can also be more economical, as well as having less poisonous emissions. Diesel fuel injection The fuel injection system in petrolengined cars is always indirect, petrol being injected into the inlet manifold or inlet port rather than directly into the combustion chambers. This ensures that the fuel is well mixed with the air before it enters the chamber. Many diesel engines, however, use direct injection in which the diesel is injected directly into the cylinder filled with compressed air. Others use indirect injection in which the diesel fuel is injected into the specially shaped pre-combustion chamber which has a narrow passage connecting it to the cylinder head. Only air is drawn into the cylinder. It is heated so much by compression that atomized fuel injected at the end of the compression stroke self-ignites. Basic injection All modern petrol injection systems use indirect injection. A special pump sends the fuel under pressure from the fuel tank to the engine bay where, still under pressure, it is distributed individually to each cylinder. Depending on the particular system, the fuel is fired into either the inlet manifold or the inlet port via an injector. This works much like the spray nozzle of a hose, ensuring that the fuel comes out as a fine mist. The fuel mixes with the air passing through the inlet manifold or port and the fuel/air mixture enters the combustion chamber. Some cars have multi-point fuel system where each cylinder is fed by its own injector. This is complex and can be expensive. It's more common to have single-point injection where a single injector feeds all the cylinders, or to have one injector to every two cylinders. Injectors The injectors through which the fuel is sprayed are screwed, nozzle-first, into either the inlet manifold or the cylinder head and are angled so that the spray of fuel is fired towards the inlet valve. The injectors are one of two types, depending on the injection system. The first system uses continuous injection where the fuel is squirted into the inlet port all the time the engine is running. The injector simply acts as a spray nozzle to break up the fuel into a fine spray - it doesn't actually control the fuel flow. The amount of fuel sprayed is increased or decreased by a mechanical or electrical control unit - in other words, it is just like turning a tap on and off. The other popular system is timed injection (pulsed injection) where the fuel is delivered in bursts to coincide with the induction stroke of the cylinder. As with continuous injection, timed injection can also be controlled either mechanically or electronically. The earliest systems were mechanically controlled. They are often called petrol injection (PI for short) and the fuel flow is controlled by a mechanical regulator assembly. These systems suffer from the drawbacks of being mechanically complex and having poor response to backing off the throttle. Mechanical systems have now been largely superseded by electronic fuel injection (known as EFi for short). This is thanks to the increasing reliability and decreasing costs of electronic control systems. Types of fuel injector Injectorbody Spring Fuel spraysout A mechanical fuel injector Two main types of injector can be fitted, depending on whether the injection system is mechanically or electronically controlled. In a mechanical system, the injector is spring-loaded into the closed position and is opened by fuel pressure. Electricalconnection Injectorbody Electromagnet Spring Nozzle An electronic injector The injector in an electronic system is also held closed by a spring, but is opened by an electromagnet built into the injector body. The electronic control unit determines how long the injector stays open. Mechanical fuel injection Mechanical fuel injection was used in the 1960s and 1970s by many manufacturers on their higher-performance sports cars and sports saloons. One type fitted to many British cars, including the Triumph TR6 PI and 2500 PI, was the Lucas PI system, which is a timed system. A high-pressure electric fuel pump mounted near the fuel tank pumps fuel at a pressure of 100psi up to a fuel accumulator. This is basically a short-term reservoir that keeps the fuel-supply pressure constant and also irons out the pulses of fuel coming up from the pump. From the accumulator, the fuel passes through a paper element filter and then feeds into the fuel-metering control unit, also known as the fuel distributor. This unit is driven from the camshaft and its job, as the name suggests, is to distribute the fuel to each cylinder, at the correct time and in the correct amounts. The amount of fuel injected is controlled by a flap valve located in the engine's air intake. The flap sits beneath the control unit and rises and falls in response to airflow - as you open the throttle, the 'suck' from the cylinders increases the airflow and the flap rises. This alters the position of a shuttle valve within the metering control unit to allow more fuel to be squirted into the cylinders. From the metering unit, the fuel is delivered to each of the injectors in turn. The fuel then squirts out into the inlet port in the cylinder head. Each injector contains a spring-loaded valve that is kept closed by its spring pressure. The valve only opens when the fuel is squirted in. For cold starting, you cannot just block off part of the airflow to enrich the fuel/air mixture as you can with a carburettor. Instead a manual control on the dash (resembling a choke knob) or, on later models, a microprocessor alters the position of the shuttle valve within the metering unit. This activates an extra injector mounted in the manifold, causing it to squirt in extra fuel to enrich the mixture. Step 1 Run your engine. Since warm oil drains faster than cold, run your engine for only a couple of minutes. You never want to get your engine up to full operating temperature, because the oil will be way too hot to safely drain. Step 2 Drive your car onto two ramps. Apply the parking brake. Remove the key. Place chucks behind the wheels for safety. Put on your safety glasses and gloves. Step 3 Locate the oil drain plug and place the oil pan below it. Consult your owner’s service manual for help in locating the oil drain plug, and remember that the oil will flow at an angle into the pan. Loosen the plug with a socket wrench. Step 4 Unscrew the plug by hand. While unscrewing it, push the plug back toward the pan to keep oil from rushing out until you are ready to remove the plug from the hole. Be careful—that oil may be hot! Step 5 Drain old oil. Check your owner’s service manual to find the location of the filler cap on top of your engine. Removing it makes the draining process faster because air can enter from the top. Step 6 Replace oil plug. Once all the old oil is drained, replace and tighten the oil plug by hand, making sure it’s not cross-threaded. After the plug is hand-tight, secure it with a wrench. If indicated in your owner’s service manual, use a new drain plug gasket. Never over-tighten the drain plug. Step 7 Remove existing oil filter. Even after you’ve drained the oil, the old oil filter can still contain hot oil. Position the oil pan under the old filter, then be very careful as you use your oil filter wrench to remove the filter. Use a rag to clean the mounting surface on the engine, and make sure the gasket from the old filter is not stuck to it. Step 8 Lubricate the new filter and screw into place by hand. Before installing your GoldNAPAFilter, lightly coat its rubber seal with fresh oil. Check to make sure the seal is properly seated in the filter, then screw on the filter by hand. It’s usually not necessary to tighten the oil filter with the wrench, but check the filter’s instructions to be sure. Step 9 Pour in new oil. Make sure to use a clean funnel, and pour in the amount and type of oil specified for your vehicle. Some oil may not have drained out, and you don’t want to overfill it. When you have completed pouring in the specified amount of oil, don’t forget to replace the cap. Step 10 Run the engine and look for leaks. After you run the engine for a few minutes, check the area around the oil drain plug and the filter for leaks. If you see a leak, cut off the engine and correct it. If you see no leaks, shut off the engine and let it rest a minute or two to give the oil time to drain down. Step 11 Check the oil level. Remove the dipstick. Wipe it off. Replace it. Then remove it again to see if it’s up to the “full mark.” If it’s not full, add the balance of the oil shown in the owner’s service manual. Finish up by removing the chucks and backing off the ramps. Step 12 Dispose of old oil and oil filter properly. Take both to either an authorized used engine oil drop-off center or recycling center to recycle the old oil for you. |
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dieselgenerator 存档
July 2022
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