Looks like TT took delivery. He'll be busy and having lots of fun with this new vessel. Congrats
Interesting. Care to share your thoughts on Scania? Honestly, I know nothing about them except OTR. Didn't know there was a Marinized version. Inquiring minds would like to know....No, not me. I'm still waiting. But it's a good friend of mine, and I've been on the boat many times. He's the guy who inspired me to go with a Scania main engine.
Interesting. Care to share your thoughts on Scania? Honestly, I know nothing about them except OTR. Didn't know there was a Marinized version. Inquiring minds would like to know....
Peter
As usual, great blog post. I learned a lot - Thanks.Here's a blog article on the engines considered, and factors that led to the Scania.
Adventures of Tanglewood: Mirror, Mirror, on the Wall, What's the Fairest Engine of All
It's not a choice without risk. I have a lot of confidence in the product, but support in North America is thin. I typically do all my own work, but if I have warranty issues I'll need to track someone down. It's not like a Cat, Cummins, or Deere where you can throw a stick and hit a trained tech.
As usual, great blog post. I learned a lot - Thanks.
For what it's worth, the factory Cummins techs I've seen recently are skilled at replacing parts into the find the right one to solve whatever the problem is. It's an expensive troubleshooting approach so not sure local factory support is necessarily helpful
Peter
Here's a blog article on the engines considered, and factors that led to the Scania.
Adventures of Tanglewood: Mirror, Mirror, on the Wall, What's the Fairest Engine of All
It's not a choice without risk. I have a lot of confidence in the product, but support in North America is thin. I typically do all my own work, but if I have warranty issues I'll need to track someone down. It's not like a Cat, Cummins, or Deere where you can throw a stick and hit a trained tech.
Your blog article on engine selection was an interesting read. I'm curious if the heat rejection into the engine room numbers were absolutes or a graph. My JD 4045 cruises at 2 GPH around 1,500 RPM. It doesn't get hot enough to cook the paint off anywhere on the engine. As a mental exercise I curious what the curve of the heat into the engine room looks like. If it was a graph for the JD, I'd really like to see it.
Ted
Most of the data sheets that I've seen, Deere included, just give one max number for full power operation. Scania gives several data points, so a crude graph. Here are the numbers at RPM points, and kw of heat rejection to ambient.
1200 rpm - 11kw
1500 rpm - 13kw
1700 rpm - 14kw
1800 rpm - 14kw
This is for the marine engine, so I think that's with a prop load at those RPMs, but it's not clearly stated.
My thinking has been that since most of the block that's radiating heat stays at a pretty constant temp regardless of load, that heat rejection wouldn't vary hugely with load. Some engine parts do heat up more under load, so I would expect some change, but not linear with load. I think these numbers confirm that, but it's hard to tell for sure.
Those numbers don't surprise me that much for the Scania engine as the peak output rejection numbers are so low. I would guess there's a much bigger spread for the JD engine as their peak rejection numbers are so high. You can't have high rejection numbers and no cooling system rejection with wet cylinder liners at low fuel burn.
Ted
They also all provide numbers for heat rejected to the cooling system, both for the engine, and for the after cooler. Most also provide rejection out the exhaust, and if not, it can be calculated based on flow and temperature. All of it has to sum up. Fuel energy in, crankshaft power and heat out.
Anyone designing an engine into an application needs this info to size radiators, keep coolers, heat exchangers, etc. Plus room ventilation for generator shacks, enclosures, and ...... boat engine rooms. All the engine manufacturers require an application review in order to activate the warranty where it's verified that all the specs are met for the engine installation.
Yes, I understand, information for boat builders. Was hoping for some useful information for boat owners who don't play to run their boat at WOT.
Ted
Me? I check the oil, start the engine, look for cooling water out the back and start my adventure, watch the gauges throughout the day.
Next day, repeat
I have no understanding of, nor do I care to learn about rejected heat, KW per rpm, a service manual printed in a foreign language or sourcing parts from Europe.
What are you after? Numbers for engine room cooling, or something else?
Ditto! I do the same with my car! (Correction: My car tells me what's going on, once a month, by e-mail.)Me? I check the oil, start the engine, look for cooling water out the back and start my adventure, watch the gauges throughout the day.
I'm just a small town boy enjoying my boat.
Me? I check the oil, start the engine, look for cooling water out the back and start my adventure, watch the gauges throughout the day.
Next day, repeat
I have no understanding of, nor do I care to learn about rejected heat, KW per rpm, a service manual printed in a foreign language or sourcing parts from Europe.
I'm just a small town boy enjoying my boat.
pete
Me? I check the oil, start the engine, look for cooling water out the back and start my adventure, watch the gauges throughout the day.
Next day, repeat
I have no understanding of, nor do I care to learn about rejected heat, KW per rpm, a service manual printed in a foreign language or sourcing parts from Europe.
I'm just a small town boy enjoying my boat.
pete
TT - what's your take on Tier 3 and common rail? Given you're prepping for globe trotting, what are your thoughts on vulnerabilities related to electronic controls, and of course Scania? I know it's no longer an option, but would you sacrifice common rail efficiency for relative bullet proof of a tier 2? What's your best thinking?