timbillyosu
09-22-2008, 09:57 AM
Just wanted to get the word out on a new Diesel engine. The engine is called a Buck Marine Diesel.
I work at Buck Marine Diesel. We are currently developing a prototype diesel engine specifically designed for inboard marine use, with over-the-road applications being considered for future versions. We're still working on things right now. We're getting VERY close to getting the first prototype fully up and running. We had it running yesterday for about an hour at around 2000 rpm without any problems. We need to do a little more work to get our dyno fully-functional but things are going good.
We are currently working on a 6-cylinder model with 3- and 4-cylinder models to follow. The engines have a unique two injector per cylinder design that will increase the fuel mapping potential exponentially and result in lower emissions capability. The family of engines will range from 150 to 700 HP and have been designed from the bottom up with a totally different approach. These engines are capable of exceptional cooling, allowing for substantial improvements in power output while increasing longevity.
The cooling path for this engine is a fraction of most engines. In the classic designs, coolant flows into the front of the engine, all the way back to the rear cylinder, then back out the front. This means that the rear cylinder is always receiving water that has already been heated by the previous cylinders.
In the Buck Marine system, the coolant flows individually into and out of each cylinder. This means that the all of the cylinders will be operating at the same temperature at all times. Using individual and shorter cooling paths, will also help eliminate hot spots and temperature stacking.
The engine also has a dual cooling system that uses both an internal coolant as well as circulating raw water from whatever body of water the boat is in. This cooling system will keep the engine running cool, allowing us to generate more power. If a problem should arise, the engine is also very serviceable.
The modular cylinder design allows for easy maintenance. With our design, you can change an individual cylinder, head, piston, and connecting rod without having to remove the crank case. We are estimating that the entire upper half of the engine (cylinders, heads, pistons, and connecting rods ) could be entirely replaced in about 2 hours time. Each of the aforementioned parts is also interchangeable with each of the other cylinders. In addition, nearly every seal is made with an o-ring of some form, meaning that the gasket set for the entire engine can fit in a gallon-sized plastic bag. These two factors will significantly reduce part inventory. A video of the connecting rod replacement procedure is available on the website.
Since we didn't have the dyno working properly yesterday, we're not positive on the actual power numbers. However, while running under a moderate load at about 2000 rpm, the exhaust temperatures were around 1000 degrees F. We ran under those conditions for about 15 minutes. The hottest that the coolant pump got was about 120 degrees F. None of the 6 heads were over 140 degrees and all of them were within about 5 degrees of one another. You could lay your hands on top of the valve covers.
Check out our website for further pictures and videos.
Feel free to ask any questions that you have.
http://www.buckdiesel.com
I work at Buck Marine Diesel. We are currently developing a prototype diesel engine specifically designed for inboard marine use, with over-the-road applications being considered for future versions. We're still working on things right now. We're getting VERY close to getting the first prototype fully up and running. We had it running yesterday for about an hour at around 2000 rpm without any problems. We need to do a little more work to get our dyno fully-functional but things are going good.
We are currently working on a 6-cylinder model with 3- and 4-cylinder models to follow. The engines have a unique two injector per cylinder design that will increase the fuel mapping potential exponentially and result in lower emissions capability. The family of engines will range from 150 to 700 HP and have been designed from the bottom up with a totally different approach. These engines are capable of exceptional cooling, allowing for substantial improvements in power output while increasing longevity.
The cooling path for this engine is a fraction of most engines. In the classic designs, coolant flows into the front of the engine, all the way back to the rear cylinder, then back out the front. This means that the rear cylinder is always receiving water that has already been heated by the previous cylinders.
In the Buck Marine system, the coolant flows individually into and out of each cylinder. This means that the all of the cylinders will be operating at the same temperature at all times. Using individual and shorter cooling paths, will also help eliminate hot spots and temperature stacking.
The engine also has a dual cooling system that uses both an internal coolant as well as circulating raw water from whatever body of water the boat is in. This cooling system will keep the engine running cool, allowing us to generate more power. If a problem should arise, the engine is also very serviceable.
The modular cylinder design allows for easy maintenance. With our design, you can change an individual cylinder, head, piston, and connecting rod without having to remove the crank case. We are estimating that the entire upper half of the engine (cylinders, heads, pistons, and connecting rods ) could be entirely replaced in about 2 hours time. Each of the aforementioned parts is also interchangeable with each of the other cylinders. In addition, nearly every seal is made with an o-ring of some form, meaning that the gasket set for the entire engine can fit in a gallon-sized plastic bag. These two factors will significantly reduce part inventory. A video of the connecting rod replacement procedure is available on the website.
Since we didn't have the dyno working properly yesterday, we're not positive on the actual power numbers. However, while running under a moderate load at about 2000 rpm, the exhaust temperatures were around 1000 degrees F. We ran under those conditions for about 15 minutes. The hottest that the coolant pump got was about 120 degrees F. None of the 6 heads were over 140 degrees and all of them were within about 5 degrees of one another. You could lay your hands on top of the valve covers.
Check out our website for further pictures and videos.
Feel free to ask any questions that you have.
http://www.buckdiesel.com