General DieselDiscussion about diesels in general. All brands are welcome, please refrain from brand wars. Discussions about types of diesel fuel also go here.
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, but we are planning on eventually putting one in a Chevy Tahoe. 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.
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 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.
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I remember reading the neat story of the Buck Marine Diesels in an earlier issue of Diesel Power Magazine. Good for you guys! I'm curious as to why there's plans to put one in a Chevy Tahoe, why not put one in a real truck like a Ford Excursion, a Ford Chassis motorhome, or a Ford SuperDuty (this is a Ford site ). The higher GVWR ratings should help to meet emissions, if it's a concern. Also, if I remember correctly, all the bolts on the engine were a black oxide coated allen head type. It may just be because the engine was a prototype, but I've found Torx head bolts to be vastly better at not rounding off. In addition, since the engine will see use in marine environments why not use a stainless alloy for the bolts?
What fuels will the engine be compatible with? Will the fuel system be capable of using alternative fuels such as B100 biodiesel ?
I remember reading the neat story of the Buck Marine Diesels in an earlier issue of Diesel Power Magazine. Good for you guys! I'm curious as to why there's plans to put one in a Chevy Tahoe, why not put one in a real truck like a Ford Excursion, a Ford Chassis motorhome, or a Ford SuperDuty (this is a Ford site ). The higher GVWR ratings should help to meet emissions, if it's a concern. Also, if I remember correctly, all the bolts on the engine were a black oxide coated allen head type. It may just be because the engine was a prototype, but I've found Torx head bolts to be vastly better at not rounding off. In addition, since the engine will see use in marine environments why not use a stainless alloy for the bolts?
What fuels will the engine be compatible with? Will the fuel system be capable of using alternative fuels such as B100 biodiesel ?
Thanks,
K.N.
Well, we're planning on using the Tahoe because it is readily available to us (i.e. my boss already owns it) All of the bolts are a black oxide coated Socket Head Screw type. We have not yet seen any problems with rounding off or with rusting of the bolts. I personally would MUCH rather use an allen head type than a Torx head.
As of now, the engine is just being run on straight pump diesel, but we have been looking into making future engines Biodiesel capable. As I said, right now we're still just working on getting the first one up fully and running.
I'm curious as to why the socket head bolts are preferred? Most industries that I've seen that used the socket head bolts have switched to Torx type, most notably the automotive industry, to reduce rounding problems.
Since the design of the Buck Diesel is modular, what's the smallest engine size that's planned? I looked at the article again in the June 2008 issue of Diesel Power, and was curious if the cylinders (which appeared to be aluminum) had cast iron liners?
Also, I briefly looked at the website and was curious as to what units the drawn dimensions were in ?
I have rounded off a lot more Torx heads than I have socket heads. You just have to be careful. We were having a few problems with the button-head screws on the connecting rods. We have since changed them to a regular socket head.
The smallest engine size planned is the 3-cylinder which is shown on the website. All of the units of the drawings are in inches.
The cylinders are aluminum and they do have a cast iron liner that is pressed in. The jug design allows coolant to flow around all 360 degrees of the cylinder.
I thought I remember reading something about this new development a few years ago. is it the same? Where some set backs in the delay?
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1996 F-250 extended cab long box five speed. Home made Tymar, 203 Stat, 60 gal in bed fuel cell, 315/75's, no muffler, ebpv welded open 3" to 3" DP, Babies. 290K, still chugging, and still smoking when cold.
UPDATED 8/1/08 Replace so far. 1 LUK flywheel+clutch, 2 thermostats, 2 set of brakes, 1 set of calipers, 5 CPS, 3 sets of tires, 2 Transfer pumps, 1 Injector modual, 1 Computer, 2 Alt, 2 sets of batteries, 1 Water pump, 6 Belts, 1 PS hose, 2 Sets ball joints, 2 set u-joints, 2 carrier bearing, 2 Speed sensors, 1 oil pres sender, 1 temp sender, 4 sets of e-break cables, 1 front fuel tank, 2 rear fuel tanks, 2 set of glow plugs, 6 Glow plug relays, Oil galley o-rings, Turbo pedistal o-rings, EBPV o-rings, 3 sets of Injector O-rings, 1 Vac-pump, 1 new carpet.Total $$$ in repairs v/s miles driven = 3.0 cents per mile. Add fuel to that it jumps to 14.8 cents per mile over the life of the truck.
We have been working on the project for a few years. A lot of our delays came in suppliers. It took a long time to figure out who could get us some ofthe things we needed. We had trouble getting reliable, quality cast parts for some time.
We've since gotten a pretty good handle on who is worth dealing with and who isn't.
I too saw the article some time ago. I even showed it to the mechanic at work (school bus mechanic). The other mechanic at work use to work for the Navy (ship yard) and he said it seemed like a good set up. Both seemed it was a different approach.
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1999 E-350 Cub Wagon, 7.3L Power Stroke, E4OD, 3.55
1990 E-350 Club Wagon, 7.3L IDI, E4OD, 3.54LS
1983 F-150 2x4, 4.9L, C-6 w/GV-OD, 3.55 Farm pickup
1981 C-8000, 3208 CAT, RT-6510, Rockwell SSHD Tandems (Swap)
1977 K100C, NTC-350, RT-1110, Tandem
1977 Transtar II, NTC-290, RT-9509 Single
1977 Transtar II, Formula 290, RT0-9513, Tandem
1974 C-750, 391CID, Clark 5 speed, Eaton 2 speed
that things cute.....
bout the size of the generators on my boat.
I really like the individual cylinder heads, that is typically something only seen on larger engines like the detroit mains in my boat.
What I don't recall seeing, is REAL specifications, fuel system is very important to me.... What kinda pump?
the reason we use alot of detroits is the flexibility in them.... in theory they can fit any need, In designing an engine just keep in mind that the marine enviroment is vastly different boat to boat, keep it simple but adaptable.
best of luck
drew
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'89 F250 7.3 IDI, c6, 3.55rear, 2wd, 152k miles
that things cute.....
bout the size of the generators on my boat.
I really like the individual cylinder heads, that is typically something only seen on larger engines like the detroit mains in my boat.
What I don't recall seeing, is REAL specifications, fuel system is very important to me.... What kinda pump?
the reason we use alot of detroits is the flexibility in them.... in theory they can fit any need, In designing an engine just keep in mind that the marine enviroment is vastly different boat to boat, keep it simple but adaptable.
best of luck
drew
What size is your boat?
We are currently using a Bosch Fuel pump and Delphi injectors. When we get into production, we will be making our own injectors.
Are engines are very flexible. We are lighter than anyone else by about 1000 lbs. We are using a standard SAE-2 bellhousing, so we can fit a lot of applications.
My boss, Mike Buck, is the one that designed this engine. He has been working in/on/around the marine market for the last 40 years or so.
What size is your boat?
I'm the chief engineer on the tug robert. 30ft by 86ft, 1800hp with 2, 16v149 mains, 471 generators and winch engine.
Other boats in our fleet have 12v149's @ 1200hp, 16 645 emds @ 4000hp and there are some caterpillars of varied sizes.
Our dredges have wartsila, and MAK engines as well.
We are currently using a Bosch Fuel pump and Delphi injectors. When we get into production, we will be making our own injectors.
nice, simple fuel system, I love it. Robust pump, and cheap/easily servicable injectors. It's nice to have the ability to limp home.... beats an engine throwing a code and shutting down at an inconvienant time.
I don't know what the epa jive is for smaller boats, I know they're starting to get to us about the 2strokes. I'd hate to be designing engines around all that BS.
drew
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'89 F250 7.3 IDI, c6, 3.55rear, 2wd, 152k miles
). The higher GVWR ratings should help to meet emissions, if it's a concern. Also, if I remember correctly, all the bolts on the engine were a black oxide coated allen head type. It may just be because the engine was a prototype, but I've found Torx head bolts to be vastly better at not rounding off. In addition, since the engine will see use in marine environments why not use a stainless alloy for the bolts? 
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