The Most Efficient Engine for Large Container Vessels
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Engine Components and Filters: Damage Profiles, Probable Causes and Prevention
ENGINE COMPONENTS AND FILTERS: DAMAGE PROFILES, PROBABLE CAUSES AND PREVENTION Technical Information AFTERMARKET Contents 1 Introduction 5 2 General topics 6 2.1 Engine wear caused by contamination 6 2.2 Fuel flooding 8 2.3 Hydraulic lock 10 2.4 Increased oil consumption 12 3 Top of the piston and piston ring belt 14 3.1 Hole burned through the top of the piston in gasoline and diesel engines 14 3.2 Melting at the top of the piston and the top land of a gasoline engine 16 3.3 Melting at the top of the piston and the top land of a diesel engine 18 3.4 Broken piston ring lands 20 3.5 Valve impacts at the top of the piston and piston hammering at the cylinder head 22 3.6 Cracks in the top of the piston 24 4 Piston skirt 26 4.1 Piston seizure on the thrust and opposite side (piston skirt area only) 26 4.2 Piston seizure on one side of the piston skirt 27 4.3 Diagonal piston seizure next to the pin bore 28 4.4 Asymmetrical wear pattern on the piston skirt 30 4.5 Piston seizure in the lower piston skirt area only 31 4.6 Heavy wear at the piston skirt with a rough, matte surface 32 4.7 Wear marks on one side of the piston skirt 33 5 Support – piston pin bushing 34 5.1 Seizure in the pin bore 34 5.2 Cratered piston wall in the pin boss area 35 6 Piston rings 36 6.1 Piston rings with burn marks and seizure marks on the 36 piston skirt 6.2 Damage to the ring belt due to fractured piston rings 37 6.3 Heavy wear of the piston ring grooves and piston rings 38 6.4 Heavy radial wear of the piston rings 39 7 Cylinder liners 40 7.1 Pitting on the outer -
Fiber Optic (Flight Quality) Sensors for Advanced Aircraft Propulsion
/ .. < / • _7 _ NASA Contractor Report 191195 ? R94AEB175 Fiber Optic (Flight Quality) Sensors For Advanced Aircraft Propulsion Final Report Gary L. Poppel GE Aircraft Engines Cincinnati, Ohio 45215 July 1994 Prepared for: Robert J. Baumbick, Project Manager National Aeronautics and Space Administration 2 I000 Brookpark Road Cleveland, Ohio 44135 Contract NAS3-25805 N94-37401 (NASA-CR-I9II95) FISER OPTIC (FLIGHT QUALITY) SENSORS FOR NationalAeronauticsand ADVANCED AIRCRAFT PROPULSION Fina] Uncl as Space Administration Report, Jan. 1990 - Jun. 1994 (GE) 90 p G3/06 0016023 TABLE OF CONTENTS Section Page 1.0 SUMMARY 2.0 INTRODUCTION 3.0 SENSOR SET DESCRIPTION 3.1 Identification and Requirements 3.2 Engine/System Schematics 3.3 F404 Implementation 3.4 Optical/Electrical Signal Comparison 9 4.0 SENSOR DESIGN, FUNCTIONALITY, & TESTING 9 4.1 TI Temperature Sensor 4.2 T2.5 Temperature Sensor I0 11 4.3 T5 Temperature Sensor 4.4 FVG Position Sensor 12 14 4.5 CVG Position Sensor 4.6 VEN Position Sensor 15 16 4.7 NL Speed Sensor 17 4.8 Nil Speed Sensor 4.9 AB Flame Detector 18 20 5.0 ELECTRO-OPTIC CIRCUITRY 5.1 Litton EOA Circuitry 20 23 5.2 GE Circuitry 24 5.3 Conax T5 Signal Processor 5.4 Ametek AB Flame Detector Assembly 25 26 6.0 ELECTRO-OPTICS UNIT DESIGN, ASSEMBLY, & TESTING 26 6.1 Chassis Design 26 6.2 Assembly Process 6.3 Internal Features 26 27 6.4 Input/Output Interfaces 6.5 Thermal Studies 27 27 6.6 Testing 7.0 CABLE DESIGN & FABRICATION 33 7.1 Identification of Cable Set 33 33 7.2 Optical Sensor Loop Configurations 7.3 GE-Designed Fiber -
MANUAL Kohler 1000 DIESEL Kohler 750 EFI Intimidator 800
2017 OWNER’S MANUAL Kohler 1000 DIESEL Kohler 750 EFI Intimidator 800 UTVRevised 10/18/2017 Owner Memo Name: ____________________________________ Purchasing Date: ____________________________ Type: _____________________________________ Pin Number: _______________________________ Special Notice: _____________________________ Key Number: _______________________________ PAGE 2 OWNER’S MANUAL Table of Contents: Title ........................... Page Number Introduction ......................................................Page 4 Definitions ........................................................Page 4 Safety Labels ...............................................Pages 4-8 ROPS Inspection Guide .............................Pages 9-10 General Safety ..........................................Pages 11-14 Safe Riding Gear .............................................Page 15 Features, Controls and Operation ............Pages 16-33 New Vehicle Break-in ......................................Page 33 Service and Maintenance .........................Pages 34-71 Storing and Maintaining Appearance .......Pages 72-73 Transporting your Intimidator .........................Page 74 Accessories ....................................................Page 74 Specifications ......................................... Pages 75-83 Troubleshooting ...................................... Pages 84-89 Warranties .............................................. Pages 90-99 Service Record .................................... Pages 100-101 Training Certificate ........................................Page -
Sae 2019-01-0249
Downloaded from SAE International by John Kargul, Friday, May 29, 2020 2019-01-0249 Published 02 Apr 2019 Benchmarking a 2018 Toyota Camry 2.5-Liter INTERNATIONAL. Atkinson Cycle Engine with Cooled-EGR John Kargul, Mark Stuhldreher, Daniel Barba, Charles Schenk, Stanislav Bohac, Joseph McDonald, and Paul Dekraker US Environmental Protection Agency Josh Alden Southwest Research Institute Citation: Kargul, J., Stuhldreher, M., Barba, D., Schenk, C. et al., “Benchmarking a 2018 Toyota Camry 2.5-Liter Atkinson Cycle Engine with Cooled-EGR,” SAE Int. J. Advances & Curr. Prac. in Mobility 1(2):601-638, 2019, doi:10.4271/2019-01-0249. This article was presented at WCXTM19, Detroit, MI, April 9-11, 2019. Abstract idle, low, medium, and high load engine operation. Motoring s part of the U.S. Environmental Protection Agency’s torque, wide open throttle (WOT) torque and fuel consumption (EPA’s) continuing assessment of advanced light-duty are measured during transient operation using both EPA Tier Aautomotive technologies in support of regulatory and 2 and Tier 3 test fuels. Te design and performance of this 2018 compliance programs, a 2018 Toyota Camry A25A-FKS 2.5-liter engine is described and compared to Toyota’s published 4-cylinder, 2.5-liter, naturally aspirated, Atkinson Cycle engine data and to EPA’s previous projections of the efciency of an with cooled exhaust gas recirculation (cEGR) was bench- Atkinson Cycle engine with cEGR. The Brake Thermal marked. Te engine was tested on an engine dynamometer Efciency (BTE) map for the Toyota A25A-FKS engine shows with and without its 8-speed automatic transmission, and with a peak efciency near 40 percent, which is the highest value of the engine wiring harness tethered to a complete vehicle parked any publicly available map for a non-hybrid production gasoline outside of the test cell. -
A Model-Based Design Approach to Redesign a Crankshaft for Powder Metal Manufacturing
A model-based design approach to redesign a crankshaft for powder metal manufacturing VASILEIOS ANGELOPOULOS Master of Science Thesis Stockholm, Sweden 2015 A model-based design approach to redesign a crankshaft for powder metal manufacturing VASILEIOS ANGELOPOULOS Master of Science Thesis MMK 2015:100 MKN 154 KTH Industrial Engineering and Management Machine Design SE-100 44 STOCKHOLM Examensarbete MMK 2015:100 MKN 154 En modellbaserad designstrategi att omkonstruera en vevaxel för pulvermetallurgi Angelopoulos Vasileios Godkänt Examinator Handledare 2015-11-08 Ulf Sellgren Stefan Björklund Uppdragsgivare Kontaktperson Höganäs ab Marcus Persson Sammanfattning En vevaxel är en motorkomponent som används för att omvandla den fram- och återgående rörelsen hos kolv och vevstake till en roterande rörelse. De klassiska metoderna att tillverka vevaxlar har varit dominerande och inte gett någon plats för alternativa tillverkningsmetoder. Powder manufacturing är en metod som kan revolutionera produktionens effektivitet och ekonomi. För att denna tillverkningsmetod ska vara möjlig måste vevaxeln tillverkas i delar. Webs, counter-weights och journal shafts måste produceras individuellt för att sedan sammanfogas. Den största utmaningen för denna avhandling är att förstå om vevaxelns counter webs kan tillverkas med samma form eller med så få olika former som möjligt. Denna avhandling handlar främst om att fastställa dessa tekniska krav och föreslå en ny, modulär design för PM. En kinematisk-kinetisk analys utförs med hjälp av en befintlig vevaxel som skannats och omvandlats till en CAD-modell. De numeriska värdena jämförs med en MBS-modell från Adams. Vevaxeln analyseras med avseende på balansering då motvikternas placering, massa och geometriska egenskaper undersöks. Nya modeller som följer de tekniska krav som krävs skapas och utvärderas med Pugh-matris. -
Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY
Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY COPYRIGHT © 2021 by WÄRTSILÄ FINLAND OY All rights reserved. No part of this booklet may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner. THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN. Wärtsilä 32 Product Guide Introduction Introduction This Product Guide provides data and system proposals for the early design phase of marine engine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 1/2021 issue replaces all previous issues of the Wärtsilä 32 Project Guides. Issue Published Updates 1/2021 15.03.2021 Technical data updated. -
Section 02 - Block Basics
Block Basics – Section 2 Section 02 - Block Basics 2.0 Small Block 330 & 350 Block Key Differences. The key differences between the 330 and 350 are the 350’s larger bore and the Generation 1 Cast Iron Small Block V-8 Facts 330’s forged crank. General. In 1964 Olds replaced their small block 215 V8 with 1964 – 1966 Valve Lifter Angle. All 1964–1966 blocks used a a cast iron block of completely new design. The 330 V-8 different valve lifter angle of attack on the cam (45). Thus shared none of its engine block architecture with that of the 1964–1966 330 blocks CANNOT USE 1967 AND LATER 215 V-8 and the 225 V-6 sourced from Buick. The engine CAMS. All 1964–1966 cams WILL NOT WORK in 1967 and was no longer aluminum, but cast iron, as weight became later blocks. Later blocks used a 39 lifter angle. Blocks with less of a factor with the engine going into both the larger a “1” or “1A” cast up near the oil filler tube used the 45 lifter mid-sized F-85s, Cutlasses and the full-size Jetstars angle and should be avoided, if possible. introduced in that year. The engine was designed as a replacement for the 215, but was cast iron and enlarged in Early 330 Rocker Arms. The first run of 330 blocks was anticipation of the growth in size of the mid-size cars, where equipped with rocker arms similar to the previous 394 block it was to be primarily used and as the workhorse for the that traces its heritage back to 1949. -
Crankpin Bearings in High Output Aircraft Piston Engines the Evolution of Their Design and Loading by Robert J
Crankpin Bearings in High Output Aircraft Piston Engines The Evolution of their Design and Loading by Robert J. Raymond July 2015 Abstract powered truck. There you will invariably find a 6-cylinder, 4-stroke cycle, open chamber, turbocharged, aftercooled The development of the crankpin bearing in high output engine with electronically controlled fuel injection. Gone are aircraft piston engines is traced over the period 1915-1950 in the two-stroke cycle, divided combustion chambers, and the a large number of liquid and air cooled engines of both many variants of mechanical injection systems found in American and European origin. The changes in bearing truck engines of the past. dimensions are characterized as dimensionless ratios and At the end of the large piston engine era there was still a the resulting changes in the associated weights of rotating broad spectrum of engine configurations being produced and reciprocating parts as weight densities at the crankpin. and actively developed. Along with the major division Bearing materials and developments are presented to indi- between liquid and air-cooled engines there was a turbo- cate how they accommodated increasing bearing loads. compounded engine, a four-row air-cooled radial engine, Bearing loads are characterized by maximum unit bearing engines with poppet valves and engines with sleeve valves, pressure and minimum oil film thickness and plotted as a all in production. There were also a two-stroke turbo-com- function of time. Most of the data was obtained from the lit- pounded Diesel engine, a 2-stroke spark ignition sleeve erature but some results were calculated by the author. -
Cat-3408-3412-Torque
3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R2561 -0 1 CATERPILLAR' Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Engine Design (3408) CYLINDER AND VALVE LOCATION Bore ... 137.2 mm (5.40 in.) Stroke ... 152.4 mm (6.00 in.) Arrangement and Number of Cylinders ... 65° V-8 Valves per Cylinder ... 4 Combustion ... Direct Injection Firing Order (Injection Sequence) ... 1,8,4,3,6,5,7,2 Rotation of Crankshaft (when seen from flywheel end) ... counterclockwise Rotation of Fuel Pump Camshaft (when seen from pump drive end) ... counterclockwise NOTE: Front end of engine is opposite to flywheel end. 3 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R2561 -0 1 CATERPILLAR' Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Engine Design (3412) CYLINDER AND VALVE LOCATION Bore ... 137.2 mm (5.40 in.) Stroke ... 152.4 mm (6.00 in.) Arrangement and Number of Cylinders ... 65° V-12 Valves per Cylinder ... 4 Combustion ... Direct Injection Firing Order (Injection Sequence) ... 1,4,9,8,5,2,11,10,3,6,7,12 Rotation of Crankshaft (when seen from flywheel end) ... counterclockwise 5 3408 & 3412GENERATOR SET ENGINES S E N R256 1 -0 1 CATERPILLAR Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Cylinder Heads (3408) (1) Large bolts (3/4 inch). -
Mike Mavrigian Special Firing Order Camshafts Allow the Performance
Performance Perspectives Special firing order camshafts allow the performance engine builder to create a smoother-running engine, with improved fuel distribution and enhanced crankshaft and main bearing durability. his article falls under the category for the same reasons...to smooth out the harmon- of “thinking outside the box.” It’s a ics in the pursuit of greater engine durability and trite phrase, I know, but the point to potentially generate more power. is that we don’t need to always Power gain potential aside, the primary reason think of an OE carmaker’s engine to address (and alter) cylinder firing order is to Mike firing order specification as gospel. achieve a smoother-running engine (a smoother, Mavrigian In certain racing applications, a special firing or- more lineal acceleration ramp), with less harmonic Tder (SFO) camshaft can be used as a tuning aid, effect (and crank deflection) on the crankshaft and [email protected] allowing the competition engine builder to fur- its main bearings. In theory, virtually all engines can ther address combustion heat and crankshaft dis- benefit from this. The engines that can most bene- turbance (harmonic) issues. fit include those that run at or near peak rpm levels In essence, the goal in changing the firing or- for long periods of time, such as oval track, road der is to create a smoother-running engine and race and marine engine applications, as well as en- more even fuel distribution, with enhanced gines that are called upon to produce maximum crankshaft and main bearing durability. In the power in a very short period of time (drag race). -
Service Bulletin Mack Trucks Greensboro, NC USA Trucks
Service Bulletin Mack Trucks Greensboro, NC USA Trucks Date Group No. Release Page This service bulletin replaces bulletin 200-321 dated 9.2016. 9.2016 200 321 17 1(56) Specifications MP8 Specifications W2005779 Specifications are included for MACK MP8 engines. Not all specifications apply to all engines. Note: This service bulletin also applies to MACK Trucks Australia. Contents • “General”, page 3 • “Engine”, page 6 • “Valve Mechanism”, page 8 • “Engine Timing Gears”, page 13 • “Crank Mechanism”, page 15 • “Lubricating and Oil System”, page 18 • “Fuel System”, page 20 • “Inlet and Exhaust System”, page 20 • “Cooling System”, page 22 • “Engine Control System”, page 26 • “Tightening Torques and Patterns”, page 27 • “Engine Lubricants and Sealants”, page 56 PV776-89271894 USA79451 Mack Trucks Date Group No. Release Page Service Bulletin 9.2016 200 321 17 2(56) Note: Information is subject to change without notice. Illustrations are used for reference only and may differ slightly from the actual vehicle being serviced. However, key components addressed in this information are represented as accurately as possible. Mack Trucks Date Group No. Release Page Service Bulletin 9.2016 200 321 17 3(56) Specifications General Weights and Dimensions, MP8 US07, US2010, US2014 Engine type In-line direct injection diesel Number of cylinders 6 Displacement 13 L Swept volume 12.78 L Cylinder bore and stroke 131 x 158 mm (5.16 x 6.22 inches) Emissions level EPA 07: 2.5g NOx; 0.1g Pt maximum US2010 and US2014: 0.2 g/hp-hr NOx maximum Fuel system Dual solenoid -
Service Specifications Service Data
EG1–77 ENGINE – ENGINE MECHANICAL SERVICE SPECIFICATIONS SERVICE DATA Compression STD pressure Limit Difference between each cylinder Cylinder head Head surface warpage Limit Manifold surface warpage Limit Valve seat Refacing angle Intake Exhaust Contacting angle Contacting width Valve guide Inner diameter Intake bushing Exhaust Outer diameter STD O/S 0.05 Replacing temperature (cylinder head side) Valve Valve overall length STD Intake Exhaust Valve face angle Stem diameter STD Intake Exhaust Stem end refacing Limit Stem oil clearance STD STD Intake Exhaust Limit Intake Exhaust Valve head edge thickness STD Limit Valve spring Free length Installed load at 40.5 mm (1.594 in.) STD Limit Squareness Limit Rocker arm Rocker arm inside diameter and shaft Rocker shaft diameter Shaft to arm oil clearance STD Limit Intake, exhaust Manifold surface warpage manifolds and Limit Intake air intake chamber Exhaust Air intake chamber Chain and Crankshaft sprocket wear Limit sprocket Camshaft sprocket wear Limit EG1–78 ENGINE – ENGINE MECHANICAL Tension and Tensioner head thickness Limit damper No. 1 damper wear Limit No. 2 damper wear Limit Camshaft Thrust clearance STD Limit Journal oil clearance STD Limit Journal diameter STD Circle runout Limit Cam height STD Intake Exhaust Limit Intake Exhaust Cylinder block Cylinder head surface warpage Cylinder bore STD Cylinder bore wear Limit Cylinder block main journal bore STD Piston and Piston diameter STD piston ring Piston to cylinder clearance Ring to ring groove clearance STD Limit Piston ring end gap