New marine diesel engine
12-15-2008, 10:23 AM
#11
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Hey everyone. Sorry it took me so long to find this forum.
I work at Buck Marine Diesel. We are currently developing a prototype diesel engine specifically designed for inboard marine use, with some possible OTR applications in the future. 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 the other day 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, we're not positive on the actual power numbers. However, while running under a moderate load at about 2500 rpm, the exhaust temperatures were around 1200 degrees F. We ran under those conditions for about 15 minutes. The hottest that the coolant pump got was about 110 degrees F. None of the 6 heads were over 135 degrees and all of them were within about 3 degrees of one another. You could lay your hands on top of the valve covers.
We will hopefully be back up and running by the end of next week with a fully-functioning dyno. When we have some solid power numbers, I will be sure to let everyone know.
Check out our website for further pictures and videos.
Feel free to ask any questions that you have.
Buck Marine Diesel
This is a video of our cylinder replacement procedure:
http://www.youtube.com/watch?v=hsgCHbptRRc
This is a video of our engine actually up and running:
http://www.youtube.com/watch?v=B5PkOV6gxZA
I work at Buck Marine Diesel. We are currently developing a prototype diesel engine specifically designed for inboard marine use, with some possible OTR applications in the future. 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 the other day 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, we're not positive on the actual power numbers. However, while running under a moderate load at about 2500 rpm, the exhaust temperatures were around 1200 degrees F. We ran under those conditions for about 15 minutes. The hottest that the coolant pump got was about 110 degrees F. None of the 6 heads were over 135 degrees and all of them were within about 3 degrees of one another. You could lay your hands on top of the valve covers.
We will hopefully be back up and running by the end of next week with a fully-functioning dyno. When we have some solid power numbers, I will be sure to let everyone know.
Check out our website for further pictures and videos.
Feel free to ask any questions that you have.
Buck Marine Diesel
This is a video of our cylinder replacement procedure:
http://www.youtube.com/watch?v=hsgCHbptRRc
This is a video of our engine actually up and running:
http://www.youtube.com/watch?v=B5PkOV6gxZA
12-16-2008, 03:03 PM
#12
looks very good !
any idear what the weight is of the 6 cilinder
please keep us posted here !
where having here (in europe) two diesel projects,one for this winter ,a 32 hustler whit 2 cmd qsd 4.2 320hp and for next year a 40 ft baja outlaw whit twin 440 s and asd 8
but more hp is always welcome
any idear what the weight is of the 6 cilinder
please keep us posted here !
where having here (in europe) two diesel projects,one for this winter ,a 32 hustler whit 2 cmd qsd 4.2 320hp and for next year a 40 ft baja outlaw whit twin 440 s and asd 8
but more hp is always welcome
12-17-2008, 08:40 AM
#15
Platinum Member
Originally Posted by timbillyosu
Our 6-cylinder, ready-to-run, weighs about 1500 lbs.
What will be the est. wieght (700hp model)... complete with headers, fluids and all. Thank You. Jeff
12-17-2008, 05:41 PM
#16
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Location: San Diego, California
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The Magic Engine Bullet??
Nice looking product and development ideas here.
The biggest concern the marine engine market has for these type of diesels is :
1. Engine package size and weight
2. the realitively slow engine rpms and low torque rise characteristics make coupling these engines up 1 to 1 with exisitng drive ratios not practical and make bottom end acceleration times a big problem and issue.
3. If a multispeed transmission is used to overcome the low rpm operating range then the package gets, more expensive, bigger and longer and a difficult drive develoment problem.
What is really needed in a high performance marine diesel engine is
1. Light weight- smaller package especially length.
2. Higher rpm capability up around 4000 plus rpms and a slower, flat torque curve that runs lower at low rpms and stays realitivly flat up to higher rpms.
3. A moderate cost marinized unit that will sell complete in the $30K price range
A lot to ask for, but that is whats needed and when its available in the future, that is what most performance boaters will want to buy!!
If this engine becomes a production reality and it proves reliable and cost affordable it will obviously compete well against the similar Cummins, Cat and Volvo offerings in the general marine market. If fuel costs diesel versus gasoline stay in there relative ranges they are now or in the near term future, these type of engines don't pencil in the performance boating community . As for its viability in the marine performance market, I don't think this is the magic bullet you guys like to talk about.
Best Regards,
Ray @ Raylar
The biggest concern the marine engine market has for these type of diesels is :
1. Engine package size and weight
2. the realitively slow engine rpms and low torque rise characteristics make coupling these engines up 1 to 1 with exisitng drive ratios not practical and make bottom end acceleration times a big problem and issue.
3. If a multispeed transmission is used to overcome the low rpm operating range then the package gets, more expensive, bigger and longer and a difficult drive develoment problem.
What is really needed in a high performance marine diesel engine is
1. Light weight- smaller package especially length.
2. Higher rpm capability up around 4000 plus rpms and a slower, flat torque curve that runs lower at low rpms and stays realitivly flat up to higher rpms.
3. A moderate cost marinized unit that will sell complete in the $30K price range
A lot to ask for, but that is whats needed and when its available in the future, that is what most performance boaters will want to buy!!
If this engine becomes a production reality and it proves reliable and cost affordable it will obviously compete well against the similar Cummins, Cat and Volvo offerings in the general marine market. If fuel costs diesel versus gasoline stay in there relative ranges they are now or in the near term future, these type of engines don't pencil in the performance boating community . As for its viability in the marine performance market, I don't think this is the magic bullet you guys like to talk about.
Best Regards,
Ray @ Raylar
12-17-2008, 06:04 PM
#18
Registered
QUESTION .......
how come nobody use's the wiesman multie speed trans, on any of the yanmar or cummins boat's ?
are they that much $ ?
or they just wont fit ?
thank's
mike
how come nobody use's the wiesman multie speed trans, on any of the yanmar or cummins boat's ?
are they that much $ ?
or they just wont fit ?
thank's
mike
