My concern comes from working on air cooled engines in aircraft, where CO poisoning and related accident deaths are not a trivial occurrence.
Eventually, exhaust pipes will corrode.
Eventually, a concrete slab may seep CO into the house or other structure.
Eventually, someone may die without...
I realize that I am not answering the question, but instead asking an associated question. My apologies if this offends anyone. Let me know and I won't do it again.
Has anyone ever seen or heard of in-cylinder high speed pressure data (such as Kistler probe data) for high power diesel engines...
Hello Ibrahim, I realize that your question has already been well answered by the two previous responders. But I thought it an interesting question, and would like to answer it in a sightly different way.
The turbocharger will allow the engine to make maximum power when the design point of the...
PJGD - I liked your list except that you didn't mention my favorite - the Commer Knocker!
https://www.curbsideclassic.com/blog/car-carriers/vintage-car-carrier-of-the-day-british-commer-knocker-hauling-57-ramblers-three-cylinder-six-opposed-piston-two-stroke-diesel/
The 10 bar airbox testing was a government sponsored program done with a single cylinder test engine. Only the bore size and rings were DDC production hardware. A very intelligent man named Dr. Jim Bennethum was overseeing the program just before he passed away in 1992...
TugboatEng - thanks very much for the info. My short but happy experience with a test engine (series 92 bore and stroke) is that we scuffed the cylinder wall when we used the oil control ring with the highest tension expander. We were testing with 10 bar airbox pressure, so that may have created...
I am trying to get a reasonably sound and fact-based estimate of oil consumption for a six liter six cylinder two stroke uniflow scavenged and turbocharged diesel engine. So my question is: Can you provide an estimate of the expected oil consumption of a newly rebuilt (to original standards) DDC...
EHudson - Thanks, I will get a copy. I have not read that text. (And the insert has already answered a question that I had regarding pendulum dampers!)
SomptingGuy - Good catch, and yes, I meant "connecting rod". Sometimes there is a disconnect between my brain and my fingers.
Hemi - very good points, thanks.
1. I agree that exhaust gas temps many get quite high (as compared to a typical diesel). For our relatively low volume application, we can afford to make exhaust system from high temp alloys. We will likely use CRES 321 (so that we can weld pipes without worry...
Thanks to Brian for his post - he really helped me to think the issue through.
Also just for info (and info that makes Brian's response even more salient) - the engine will have steel pistons (with an aluminum head and aluminum case).
Thanks for the additional post, as it is also very helpful.
More details below. (If you are getting tired of this, I understand. But I will try to get as much guidance as possible for now.)
As I said above, it is an aircraft application. The engine will be basically new, but the aircraft...
Thanks, gentlemen, your posts are very helpful. FYI - the application is a flat (boxer) four cylinder diesel engine for an aircraft application. We are looking to use a pendulum damper system either external of the crankshaft (like a Schaeffler CPA) or internal to the crankshaft (classic...
Assume that mean piston velocity, displacement, and brake mean effective pressure are constant. Also assume (for the purposes of this discussion) that the crankshaft is infinitely long.
Regarding torsional excitation to the crankshaft, we know that the torque dynamic signature is much greater...
For whatever it is worth, I fully agree with Hemi. First principles of momentum transfer (as defined by the Euler Equation (Leonhard Euler)) look specifically at the tangential component of the gas velocity as it enters a radial inflow reaction turbine. This tangential component of the gas...
