Marine Diesel Two Stroke Engine - How it Works!
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- เผยแพร่เมื่อ 2 พ.ค. 2024
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Learn about large two stroke marine diesel engines! These types of engine power some of the world’s largest ships. This 3D animation video gives you a unique look at just how these huge machines work. Ideal for anyone interested in marine engineering!
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▶️ Introduction
This video explains how large marine two stroke diesel engines work. We look at all of the main parts associated with the engine, how it works, and some of its typical characteristics e.g. fuel consumption, number of cylinders, weight of engine, weight of piston, rpm etc.
Enjoy!
#saVRee_Nuggets, #saVRee
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IMPORTANT
The exhaust gas valve for this engine is hydraulic open and pneumatic close (air cushion). The video states hydraulic and hydraulic, but this is incorrect. We have updated the video to fix this error on saVRee.com, but TH-cam does not allow us to update the video here. Apologies for the confusion.
YES
Credit to you for paying attention to accuracy.
So much appreciated...
Delete video and upload corrected video ?
That's correct! Good work!
I understand, yet refuse to accept that the scale of this is so large that there’s ladders in the crank case... amazing
Even if you were to see the real thing in person for yourself?
I worked on a cruise ship as a waiter and I managed to get a tour of the engine room. Holy smokes, that ship had 4 16 cylinder engines and they were huuuuge. And the noise is just so primal, like the beating of the drums even through mandatory earplugs. Gotta say marine engines are freakin cool
But it is sooooo small
I loved how saVRee mentioned the coolness factor as a bonus for crawling around in an oil-soaked engine crankcase. Only an engineer would say that. (As an engineering-minded person, I agree, it would be really cool)
I can assure you that having been at sea for fourteen years on 'motor' ships with slow speed engines, that ladders were indeed part of the crankcase furniture. We used scaffold planks between each side of the crankcase sides supported on opposing ladder rungs to form working platforms for working on X/head bearings or even doing a 'hammer' test on all of the internal fastenings. The crank pins and main bearing pins were 1000mm diameter, the cylinder bores were 900mm and there were some engines with a bore over 1 metre. It was all big stuff. Try changing out a piston weighing over three tonnes, whilst stopped on passage from Capetown to Rio. Swinging!! Everyone including the ships cat hanging on to tag lines whilst trying to prevent the square foot on the piston rod crashing into the bore of the liner. Go to 'verk' on a 'Gotaverken'! NOT EASY! Wages low. They got their pound of flesh!
This video deserves an award for both its animation and its clarity. Well done!
Damn it, that would be much appreciated! :-)
Yep agree, clear narration, no annoying music!
100 agree with this comment. I learned more about the subtleties of Marin motor operation and the function of two-stroke motors than I ever thought possible in a single session. Fantastic descriptions and familiar word choices throughout which made it accessible to a humble layman like me. Hats off!
author is wrong . 8 cylinder engines not 6
@E Van on vessel in this video engines 8 cylinder not 6.
I lived through a crankcase explosion! The year was 1972. The general cargo ship loaded building materials at Oxelosund (Sweden) for Bangladesh. The Suez canal was closed so we headed south by the west coast of Africa. Somewhere north of Capetown and with no dry land in sight, the #5 cylinder got hot and one of the bearings ignited the oil droplets in the crankcase. The engine was a Gotaverken G-6 six cylinder. We were adrift for a week! The company that owned the ship, a Greek company, said they didn't want to pay for an open sea tug and that we first must try to resolve the problem ourselves. We worked day and night to replace the piston and we were able to restart the engine and we reached Capetown where proper repairs took place.
Note: The exhaust valves were not hydraulic but conventional with push rods, rocker arms and springs and manually lubricated by the Oilers. It was my last ship and end of career.
This video is very nice, clear and easily understandable by people not familiar with big marine engines. Thanks much.
Don't these big ships have 2 engines? Wow there should be a backup engine.
As a submarine sailor from the 70s, I spent a lot of time in the engine room of the submarine around the nuclear reactor, steam generator, condenser, turbines, and bull reduction gear and fascinated by the sheer size of the components to power the submarine through the water. Our diesel engine was strictly for backup propulsion and was TINY compared to this monster. The 115,000 bhp of this beast makes the 20,000 bhp or so power from the turbines and reactor seem rather quaint by comparison. I never thought of using the term engine room to describe an engine with enough internal room so big that you could literally walk around INSIDE. Thanks for a great job on this video. Well done.
Hey there my fellow US Navy Veteran... You Dolphins aka "Bubble Heads" are a special breed no doubt.. I was Flying Navy during the Vietnam War and guess what.. life on the flight deck was more than a bit pl dangerous as you may know.
Thanks, grandpa! (No offense I just think it’s funny)
Sailed on usa Guppy sub on loan to europe country
4x1600hp 😅😄
Was the diesel a Fairbanks-Morse?
Detroit Diesel, which powered many heavy duty trucks and marine use diesel were 2 stroke diesels for decades. They were very effective at turning diesel fuel into heat, noise, and vibration.
......and work.....
And oil leaks
Yeap. but what a wonderful noise that puts a smile on the dial ; )
I'll never forget my first chance to drive a Jimmy. Loved that noise
GM Electromotive division (EMD) builds locomotive engines that are used in very large Tug boats, some with 3 to 4 engines
Actually, the real function of the crosshead is to absorb a horizontal force component. The pushing force in the connecting-rod (when at an angle) consists of a horizontal and a vertical component. In small engines (no crosshead), the horizontal force is absorbed by the cylinderwall, while the piston is sliding along.. For these engines this force is too large to be absorbed by the cylinder, thus the crosshead is transferring the horizontal force to the crosshead guides. BTW, I'm a former ships engineer.
there's always one who thinks he knows better
You said the same thing in American instead of british.
@@ralgor100probably because he does?
sometimes marine engineers, They will act also like a scientist,. Knows everything about science 😂
Fast spinning engines put relatively little side force on the piston. Slow turning high torque engines like these huge diesels put huge lateral forces on the con rod top end. A fully lubricated crosshead absorbs those loads.
6:43 - Two-stroke diesel engines aren't turbocharged to increase efficiency, they're turbocharged by necessity. The turbocharger provides the pressure required to refill the combustion chambers with fresh air after each combustion cycle. Remember, a two-stroke diesel engine doesn't have an intake stroke to pull in fresh air, and it doesn't compress the intake air inside the crankcase like a weedwhacker engine does.
Incorrect. The 2 stroke Diesel you're describing is a Detroit diesel style engine that requires a BLOWER to run. Not a turbo. This engine draws its own air with the use of a crosshead, which kinda separates the piston from the crankcase.
@Shawn Elliot: what do you think happens to the air below the piston? The air doesnt care if its compressed in the crankcase or in the zylinder
Yep you are right. Came to the comments to say the same thing. On start up they use blowers to supply the required air. These are then turned off as the turbo takes over.
@@hunterpetrovich1154 The crosshead is there to take the sideways forces.
The cross head is there because the declination angle won't fit up such a small bore with such a long throw.
The charger is there because there isn't your typical
Suck/bang/blow four cycle.
The cycle and how many there is are counted by what the cylinders actually accomplish.
The suck and blow are handled by the charger, whatever type it is.
And he has a point about the back yard wizzbangs.
You only use fuel oil mix because it's charged and breathes through the lower end anyway. You can't use standard wet sump through something it's sucking in through anyway. At that it's where the only moving parts are anyway. Might as well kill two birds one stone.
I was an automotive technician for 22 years but these giant engines impress me to no end. I had no idea how you open and close the valves, and the exhaust valve spinners and pressure relief valves are really cool solutions!
Thanks for the great video!
@@rockwellrhodes7703 computers, mate, and a timing wheel that's connected to the crankshaft. They used to have camshafts on the side of the engine, up until fairly recently actually, with large pushrods and massive valve lifters, just like any automotive engine. It's only about 10 years or so since the cam-less engines became a standard offering, but you can still get them with camshafts if you want to. You can also get the cam-less system as an upgrade for most the older engines that have camshafts
Joe: Hey. Did you hear Tom got killed?
Charlie: No. What happened?
Joe: A screw fell on him.
So professionally explaind !! It is not boring at all eventhough it was 30 min video. I enjoyed every second thank you and keep it up
You are welcome Ibrahim. Thanks for watching.
WTF, this video is 30 min? didn't even noticed... wth
agreed! thanx saVree
as marine engineer with more than 10 years sailing i found your video very instructive and interest
I'm a Marine Engineer and I loved that video. Amazing animation and explanation. You nailed it!
Is there a linear roller bearing thing on the cross-head guide ways or or an anti friction sliding bearing?
In my younger days, our family owned a marina on Lake Erie just south of Detroit. During high school and college, I was a marine engine mechanic. I learned about outboard and inboard engines from my dad and older brothers. I would watch the freighters go up and down the Detroit river wondering how those massive engines worked. You did a great job answering many questions I have had for years. You include just the proper terminology to make us novice mechanics understand. The interactive graphics are just great. Keep up the good work. I will keep watching!
As a cadet I came to this channel last year trying to comprehend how the machinery onboard works based on what you explained. And now a full video on a marine engine, with more marine videos to come? Best news ever!
You're welcome!
Exactly life saver
Same
@@savree-3d.... How was cylinder lubrication achieved?
@@robertwoodliff2536 The cylinder is lubricated by an injection system that squirts specially formulated, alkaline' oil through 'kwill's which are spaced radially round the liner at a level where they inject at the second top piston ring when the piston is at top dead centre. As the piston drops, then the liner walls are smeered with oil which not only lubricates, but also neutralises the sulphurous, (acidic) products of combustion.
I worked for MAN B&W several years ago, and this video brings some good old memories to mind. One situation
i will always remember is how I had to change the piston oilers, down in the sleeve, 1 of 3 was only accesible through the intake manifold, which was very dark and oily - lost both of my safety shoes in there.
you should have mentioned, that these engines can turn both directions as needed
All direct drive marine engines can run both ways, same is true for 4-stroke ones. They just use dual cam valve timing shafts, left side of dual cam is timed for forward rotation, right is for reverse. To reverse the engine you just scoot over the entire camshaft left or right.
@@michaelbuckers When the engine is run in reverse, is the fuel injection timing altered to suit, or is it just accepted that for the short period the engine is reversing it will have reduced power and fuel economy ?
I'm a 2nd officer on merchant vessels, but I love to learn about the "magic" that happens in the engine room.
Your video on diesel 2 stroke engines came recommended as a learning compliment to what we covered in the classroom. Wonderfully explained and demonstrated with your 3D model. Thank you!
Being a diesel mechanic on heavy equipment, I never had the chance to study large shipboard engines. I've known most were two stroke, but never truly how they operate. Thank you for this informative video. I'll never look at a Detroit diesel on a shrimp boat the same! Thank you.
I remember working on a Sulzer piston many years ago. As well as piston rings it had bronze or brass wear bands that had to be hammered into dovetail grooves with ball pein hammers. They were then machined on a vertical borer.
Got my EOOW Orals soon. Wish I had seen this when I started revising a few weeks ago. Clear, informative and concise. Thank you very much
27 mins of pure information......can you please make videos on auxiliary equipment like purifer, various pumps, incinerator,etc.....keep up the good work
Already uploaded loads of pump and valve videos. Purifier video should be next hopefully.
Just wanted to save thank you for taking the time to make videos like these with such great depth and display - also liked that you get side tracked into providing details of the details it really adds a nice touch to the teaching of it all haha Have liked and subscribed will be sure to watch through each and every video on the channel on the run up to my written and oral exams later this year! Keep up the great work
Now a days we use spring/cusion air to close the exhaust valve, and actuator/hydraulic oil to open the exhaust air v/v.
Thanks for that, useful to know. Suppose designs change all the time.
That's normal
Fantastic video, even in such a short time I learned quite a bit. Engines are already fascinating on their own, but when they get scaled up to the point where you can walk inside the crankcase, it just gets that much crazier.
Was an engineer for HAL in the early/mid 60's. My first to voyages were on WW II, Victories, steam powered turbines, you turned them on Rotterdam and off at your destination. Never a problem, no fuel fying around and no eardrum shattering noise. One voyage on a small, 17,000 ton diesel powered freighter, mid Atlantic a head blew, took a couple of days to swap. Bloody hell. Then on to the then flagship of HAL the 40,000 ton twin turbine Rotterdam. Let me tell you, the guys who sailed diesels were always covered in black oil and broken fingernails, on the Rotterdam, our white overall stayed white and fingernails in tact. Unfortunately diesels are much more fuel efficient, good bye softly humming turbines.
Has to be one of the best videos out there for Young Marine Engineers, It must have taken you forever to master the 3D software to get it so good. Well done.
Interesting video thank you. On very large engines, from visit to B&W in Denmark, the top piston ring is often made to deliberately pass some combustion pressure to the second ring to extend service life too.
This has answered a lot of questions I had about two stroke marine engines. I had wondered, for example, where the cam shaft was. Now I know. Also how the valves were rotated on the seat to even wear. A big than kyou for such a detailed look inside the engine.
I got the chance to help on a piston change on a 10 cylinder engine on a ZIM Line container ship about 20+ years ago. It was quite an experience for this mechanically inclined carpenter. Every thing is just stupid big. 6 foot tall pistons 3 feet in diameter, 1 inch square rings, the straight section of piston rod was about 20 feet long and looked like an old single post hoist tube. The head was a different set up from this and was just a big flat, round hunk of steel with 20 2.5 " studs protruding with big nuts. I ran the crane and lifted all the parts and jigs. It was freaking awesome. Then when the ship crew tested the new piston it was discovered that it was leaking coolant and we did the entire job again to install the second spare piston. I walked around in the crank sump on the walk ways and checked out the crank and the crank rods. The oil sump was about 4 feet deep. That's a lot of lube! There was a small 4" x6" brass tag on the side of the engine case with the horse power rating. It had a lot of zero's
This guy is not only a professional in marine engineering,also a professional in teaching and demonstration of engineering.
THE BEST DEMO VIDEO I EVER i went through. So simple to undertand and very clear and finest animations used.
WELDONE SIR.KEEP GOING
greetings from SriLanka
ආයුබෝවන් !! ඔබට දෙවිපිහිටයි !!!
I could literally watch these videos all day .
Please keep them coming.
Will do!
Always wondered what the pipes running to the top of each cylinder were about and now I know. These engines have many similarities to the 2 stroke Detroit Diesels used for decades to power trucks and buses. Great video!!
I have always wanted to know more about how these enormous engines worked ever since I have seen one of these engines and was amazed by their truly astonishing size! Thank you for the great information provided!
I'm an industrial arts teacher and this searies is the best instruction
Thank you for converting all the units, you’re a true hero :)
No problem 👍
Drives me mad when only one type of units are shown!
@@savree-3d Just use metric and that's it.
I did mechanical engineering course long time ago, we did not cover marine engine deeply, I have learnt something today particularly two stroke engine in marine engines, I really appreciate it and many thanks to online tutor.
Amazing video. Awesome run-through of the marine engine.
The Detroit diesel engine has a similar "3" stroke design with pressurized air entering the cylinder at the bottom of the stroke and the exhaust exiting the top of the cylinder through exhaust vales.
My favorite Detroit engine in the Hobart aviation grund support generator uses a double three lobe helical blower to pressurize the incoming air and produces huge amounts of power. It can run 8-24 hours per day 7 days per week for 20 plus years with no major maintenance. I doubt anyone makes equipment that good nowadays.
Thanks again for the great videos!
Just add oil as it burns it!
One of the best videos I have ever seen on how the big deisel engines work.
Bloody excellent.
Thank you! I could read comments like that all day long!
I was so surprised to learn that two-stroke designs were used at the large end of engine design. Your explanation and also your experiences make for a real treat! The models are just fabulous.
2 strokes can be extremely efficient. Look at the big road bike 2 strokes built by Suzuki in the 70s before the greenies killed them off. I have a 750cc triple 2 stroke that has a flatter torque curve than a my Harley and got the same MPG as my 60cube Sporty. Combined with SRIS oil recycle system it actually ran about 150:1 oil fuel mix too. Long live the big 2 stokes.
Well, if you do not have to do separate exhaust/intake/compression steps due to turbocharger taking care of two of these steps when piston is in its low dead center - life is going to be much easier. You have one work pulse per revolution in each cyllinder. That is huge advantage at that scale.
This is so well explained. I'm an Electronics Engineering student and this is pretty mechanical stuff but I truly understood every part clearly. Subscribed.
VERY Good instructional Video . Back in my Navy days I worked with a Pair of Scott Sulzer A-Frame engines of an Older Design .
They had fully Segregated Cylinders and Operated like a Conventional Two-Stroke . " Crankcase " induction in a Region called the Buffer Space .
Two rows of Ports in the Liner and No Exhaust Valve . Transfer Ports from Buffer space to Cylinders . Twin Turbo charged . One Turbo per bank of Three .
These Engines could run at 302 RPM or as slow as 10 RPM . They were fitted in a Utility Ship . A Destroyer Tender . Floating Workshop and Fueller .
Was good for 25 knots . Though things DID get a bit hairy . Normal speed was 20 knots . Twin Screw .
Engines could run backwards just as fast but , of course , the Props were NOT good with that .
WHAT AN AMAZINGLY GREAT DESCRIPTION VIDEO. EXCELLENT TEACHER.
8:18 give a turbocharger filter a hug? sounds so nice
You have to show machinery love. The more TLC you give them, the better they work. Works for house plants as well.
@@savree-3d Also works on human beings.
I'm a fresh graduate from the Philippines thank you so much for explaining how the process of 2 stroke engine works it's hard for me to catch up like because of this pandemic where we are not able to see for ourselves how a 2 stroke engine really works and its important parts and the ups and downs of it i really appreciate it and hoping for more important videos of you for me to catch up and learn from it .
thank you very much for that educational video about M/E. i am naval architect and marine engineer and first time i understand so good how it works the main engine. Thank you very much about this. Continue the good work.
Thanks for this astounding video.
Two questions:
1. What is a typical firing sequence?
2. What are the typical bearing and piston clearances?
Depends on the manufacture, engine and direction of runnig but you'd expect something like 1, 8, 3, 4,7, 2, 5,6
@@oliverbooth2872 that firing order doesn’t fit an 8 cylinder engine, much less a 6 cylinder 🤔
@@baby-sharkgto4902 I mean that's literally copied out the manual of an 8 cylinder engine. I didn't have a 6 cycl to hand
My 671 Detroit (inline engine) firing order was 1-5-3-6-2-4, same as on my current diesel pickup, and in fact, on 95% of ALL inline six engines. The "other" firing order for an inline six is 1-4-2-6-3-5, but its rarely used. I did work on a Toyota land cruiser diesel that used it, I cannot recall any other engine off the top of my head.
Extremely well done! I learned more from this one video than I had from a week of searching and reading and watching. I know, and appreciate, the tremendous amount of effort that went into producing this video. Thank you very much!
You are welcome
I did an Indentured Apprenticeship in Marine/Ship-Repair Engineering.I had a very good training
on the Queen Mary,Queen Elizabeth,and the Union Castle Liners.There were many other Liners
as well.
This answered every question I had about marine diesel engines and a few more I didn't even thing of. Cheers!
Great video and explanation. Animation is awesome. Thanks. My brother has just boarded on a 300 m gas vessel and I was curious about the engines they use.
The 3D model is so detailed. Great video.
This is exactly the kind of video I needed. I have to update technical manuals for marine engines and this is the perfect introduction of how they work
I've never understood such a complex process that easy!!you do have such a top level of clarity and ability to explain this really complex machine to make a person not familiarized with the topic! Huge effort and impressive skills both in the explanation and model, outstanding job!❤🎉
You are a wonderful and good teacher.And you got very thorough knowledge on the subject.
Thank you! 😃
The animation shows both propellers spinning in the same direction when in fact they never due. one spins one way and the other spins in the opposite direction for balance
yeah and one is thrusting forward the other backwards :D
Thomas: NOooo! The props have opposite pitches! So the thrust would be in the same direction despite opposite rotation!!
@@gregorypowell8297 THAT IS CORRECT
@@b.snoodleman5864 Thank you!
@@gregorypowell8297 I think you missed the point of Thomas Vennekens comment, I believe it was a joke.🤣🤣🤣🤣
I am a simple yachty diesel guy, I loved learning this, thanks!
It's rare to have a youtube video made by someone who actually has knowledge and experience in the matter. Good job.
Thanks!
A nice interesting and educational lecture which even those who are well accustomed with marine engineering practice would appreciate whole hearthedly as I did.
10ks.
Thank you!
Extremely well made video, it was really interesting to watch the whole video. Well done!
Totally riveting! Clear, concise. I learned a lot. Thank you so much.
My dawg, all i knew was suck squeeze bang blow. This was game changing. Thank you for making it digestable, fascinating (like the facts and scales brought it home) and enjoyable. hats off lad!
Excellent video! One thing you didn't touch on, is how the piston rings are lubricated, since there are no visible oil galleries. And how come whatever oil is picked up by the rings doesn't overflow at the intake ports. I also noticed there's no oil ring, all 5 (!?) rings seem to be sealing rings.
Great question!
The piston rings are lubricated through the cylinder wall. Oil is pumped in in small quantities, at (usually) 8 positions, at a timing just before the piston rings pass the lubrication valves on its way up in the compression stroke. The piston rings pick up this oil and spread it evenly on the cylinder wall, and on the rings. The trick is to lubricate just enough to lubricate and protect the cylinder walls and piston rings, but not too much (since it is expensive). The oil is consumed by the engine. Apart from lubricating, another purpose of the oil is to protect the cylinder wall from corrosion (cold corrosion) by using additives. The sulphur in the fuel can mix with water from the combustion to form sulphuric acid. This acid can then condense on the cylinder if it is too cold (hence cold corrosion). There is no need for oil rings since the wall is not "flooded" as in 4 stroke engines. The engine controls itself the amount of lubricating oil which is based on how many kW it is producing, the engineer can off course increase or decrease the amount.
One minor detail that was wrong in the video is that the valve first closes when the piston is around half way up the cylinder.
In the RN my first ship HMS Girdleness had a three stage reciprocating steam engine that was huge.The first HP cylinder was about four feet diameter,exhausing to the intermediate at about ten feet and finally the low pressure cylinder at about twenty feet diameter.The exposed big ends thrashed around in an emulsion of oil and water constantly diluted by leakage from seals.The big end nuts were about 3.5 feet across the flats requiring a huge spanner and mallet to remove ,both suspended on chains.It ran at about 178 max making the whole ship throb.
The engines can theoretically run on just about anything liquid that will burn, but they generally run on fuel oil in ships because it's cheap. Stationary engines, used at power plants, will typically run on LPG or methane, or something similar. At the MAN test centre here in Copenhagen they've experimented with running the engines on just about everything from salad oil to something that basically equates to liquefied asphalt (pretty much the leftovers at the bottom in the refinery when they clean out the tanks). They have an option to build engines for supertankers so they can run on the raw crude oil in an emergency - and yes, that includes all the mud and crap that is in crude oil - just to ensure the ship doesn't end up adrift if something goes wrong with the fuel system.
I was trained and worked for a while at MAN here in Copenhagen (the former Burmeister & Wain) and even though I worked on the design drawings for some of these engines and have seen some of them up close, it still amazes me how incredibly big they are, and yet how effortlessly they churn out thousands of kW/HP/Nm, whatever flavour you prefer
Thank you so much... and now I know where those giant engines are used on now😂
Wonderful presentation. Nice simple explanation, technically accurate, nice graphics, and best of all exactly the right amount of content, straight to the point with no padding. Well done ;)
Thank you Kristina. The full video course is coming soon.
Spent the past evening talking to a Merchant Marine graduate who spent years on merchant ships! He was telling me about the 2 stroke Diesel engines, and his description matched perfectly with this tutorial! His humorous comment was that he spent years learning gas turbines, only to see the industry turn to two stroke diesel ! The last ship he was on ran a twelve cylinder 90,000 h p engine He showed me a pic on his cell phone of him standing near a piston, hard to imagine the scale!
Ahhh, 4 AM rounds, how I remember from when I was young. But it was at a power plant, and our "little" GM Bruce 20cyl V emergency diesels only got ran for quarterly runs. But I know exactly how it feels! Similar operation, except the entire crankcase is pressurized. Real nice job, good to see this from someone like me that's "been there, done that!!!"
You got lucky in your line of work, I'd love that job. I missed the boat (pun intended) when I was younger and went into welding.
My bachelor degree was in Mech Eng but as there was very little work in Oz for professionals in that space I ended up in IT/Telco. Having said that I'd much rather be under the car than fixing my bloody computer.
Absolutely amazing!!!
I heard the lube oil gets burnt as fuel which makes sense as it runs on high viscosity bunker oil.
Great video, and I especially appreciate the anecdotes you shared about your experience with these engines. Good stuff!!!
Quality of the animation and clarity of the explanation is amazing. Differs in some major aspects from "normal" engines - car, bike, etc. That said, large... well, SMALLER large two-stroke diesel engines were also implemented in road-going applications - on trucks. Just a couple of days ago the youtube channel DEBOSS GARAGE had a video of trying to bring to life an old Detroit 2-stroke diesel engine in a GMC truck.
Damn I want a Detroit but here in Oz they are a bit thin on the ground. The sound is amazing.
Amazing work.
0:42 Propeller on the right side is spinning backwards, don't think that will increase efficiency 😂
Turning ship to the starboard.
@@johnbattista9519 with the rudders strait ahead?
It won't reduce it. Spinning the blades in opposite directions cancels out any torque forces.
That's by design, they spin in opposite directions to cancel out rotational forces of the engine and propeller shaft
@@JoshuaPlays99 I know. And he used the correct propellers, one for clockwise, one for counter-clockwise rotation. But if you watch closer, you will see they spin in the same direction. Thus, the propeller on the right side is decelerating... (Or turning the ship, as @John Battista said)
I really love this, because your oral presentation is less than well practice, but the animation and actual content is exemplary, which just shows that you are not a showman, you probably know what you are talking about. Expert stuff.
As i know, the exhaust valve it's onpening by oil and closing by air.
The disc what you talking about have also a sealing on the edge.
On the top of the exhaust valve there its a piston with it's drive by oil in order to push/hit the valve shaft,the will be closing by air.
Correct me if i m wrong but last year we had to do mentenance for 4 exhaust valves.
I really like your videos I've learned alot from them!
Am I the only one going to ask, what exactly are "monkey nuts" and why would you throw anything into a turbo?
My guess would be walnut shells, they're commonly used similarly to sandblasting but are less abrasive
they are call nutshell, you put them with compress air inside, and they clean turbine side, they are soft enoght no to damage the blade but hard enough to remove rest of fuel stuck in the blades
Still, I was taught never to.throw anything into a turbo. Don't you have 2 engines on a ship.2. Clean 1 when it's not running ❓
@@gordonloessl2822 normally in cargo ship you have only one engine for the propulsion , of course every certain running hour you have to open the turbocharger for inspection and there you manually clean it
about the nutshell is legal comes in the manafacturer manual of some engine , some generator you do it with water but you have to put the engine to run iddle
OK. At least it's explained
Good video .I'm a marine engineering cadet .please make videos about ship machineries
We are making a marine engineering video course. More videos are planned.
Boat captain here. Having run most marine diesel applications, Cummings caterpillar Mann and of course Detroit, nothing puts fish in the boat like a 2 cycle Detroit. The 671 and 892 are fish magnets. They’re reliable and easy to work on. They’re also heavy loud and leak oil like a sieve. I love em.
Awesome vid! Didn't even notice 27 mins have passed, as a marine engineering student I thoroughly enjoyed this, thank you!
Thanks, after long awaiting a "marine" related video! pls, I am requesting you to do more videos about marine engineering, very little people care about marine engineering students 😫
Nothing has changed since I was a cadet then! 😃 More marine engineering videos planned.
@@savree-3d if your planning more and want to make it relevant to the new engineer’s experience, do purifiers. If a new engineer can breakdown, clean and reassemble a purifiers he will be of real value to the Chief. It’s a hot nasty job but it’s critical and needs some expertise to do right. Also, a few trips in the purifier room will teach the young Engineer to find a nice clean shore job.
They should have just put an LS in it.
I wonder how big you'd need to make your hot rod to fit this engine in it. What about that thing they used to drag the Space Shuttle around? They're not using it anymore, and you could just plonk this thing down on top of it.
@@azuritet3 I'd personally love to see that happen.
@@steelersfan1811 And they have less than 5k miles on them, so you know they're mint.
This is a great video, explaining complex stuff in a simplified manner. Very professional, clear, and top quality. Well done!
Thank you for the explanation and all the differences between a marine 2 stroke and a lawnmover 2 stroke. So different !
Stamp of high quality content here. Thank you
Very welcome
37 gallons a minute (roughly) for anyone who is trying to put this into perspective
So about the same fuel economy as a Mustang
At full cruising speed or at idle?
Anyway, that quite efficient considering that the bloody thing weighs 200,000 tons when it's fully loaded.
@@carl8790 at cruise
It blows my mind that it’s even possible to have a running engine this size.
Still can’t comprehend how it doesn’t wear out and or run under its own weight.
My 1st saVRee video. So much more in here than I expected. Thanks!
You forgot the Detroit 2 stroke diesel, which made a bunch of different sized engines. And some were big enough to drive a train, and small enough to drive a pickup
The japanese also made a 2 stroke diesel v10 engine that was twin charged. Mitsubushi 10 zf mod 21
Detroit 2 Strokes were and still are incredibly versatile. The same principal of operation was used on a 1 cylinder to a 24 cylinder. Each lineup (53, 71, 92, 149 etc) was optimized for interchangeability. Front, Back, Left or Right really didn't matter you could configure the engine to do almost anything. On day I want to put an 8V53 or 6V71 in an old short wheel base cabover and make it a 4X4 with a 10 or 12 speed manual. Well that or maybe I will win the lottery and import a Tatra 😁
Comments and feedback are welcome!
amazing video, more topics on marine engineering would be welcomed, like purifiers (maybe a comparison between alfalaval, westfalia and mitsubishi) and compressors (tanabe, sparre etc...)
When I sailed container ships I once took the fuel economy of the ship and applied it to all the containers we carried. What stood out to me is that a ship is not the cheapest form of transportation because of miles per gallon per container, which was efficient, but because we were moving thousands of containers with just 21 people vs thousands of truck drivers. A little on the economics of shipping might be of interest. Fuel cost vs labor cost , cost of stopping to unload cargo...
I'm literally jealous of the cadets studying in college right now when they have these amazing video that so interestingly teaches way more than what they could have studied in a semester.
Guys these videos are gold for you, fetch maximum advantage out of these.
In our times, we used to imagine any bullshit to justify and comprehend what's written in black and white- boring-expenssive textbooks.
Yep, that's how I learnt during my cadetship!
I'm in school for diesel tech over the road. In colorado. I'm thinking about once i, finish going into siu for engineer. That's a great way of explaining it. Thank you.
Any two stroke diesel MUST have super or turbocharging or both in order for scavenging to take place.
As a navigator and a car guy, I enjoyed your video, thanks!
Thank you for sharing your experience!
We keep HFO at 45 deg C to transfer from storage tanks to settling tanks. In settling tanks we maintain a temperature of 85 deg C. After that, before injection in the engine the temperature is increased in fuel module to 125 deg C at a 7 bars. pressure
That explanation was "BRILLIANT"....
I always wondered how these "BIG" Ship engines worked...
Thank you. That's very informative. When the piston is on its compression travel uncovers the air inlet ports will the the air pressure at one and a half atmospheres from the manifold, and the negative pressure created by the rising piston, will the void become pressurised above ambient pressure? Would that pressurised air then be forced back into the charge air manifold by the combustion stroke? Alternatively are there valves to negate that, but just not shown?
So clear to a non-engineer. So interesting. I missed my vocation. Thank you.
That was awesome! I can't think of any better way to explain something to someone like me, who had no idea this engine existed.