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Volvo Penta Generating Set Engines /20

GENERAL

Engine Designation

Engine Power StandardsEngine power ratings are based on operations at ISO 3046 power standards. The standard is identical to BS 5514, DIN 6271 and in general, SAE J 1349. Engine performance data has been adjusted to the standard reference condition.

Engine Power RatingsGen set engines have different power ratings depending on the type of service in which the engine will be employed. The aim being to limit the maximum power output in order to achieve the required service life of the engine. Ratings are based on ISO 8528.

Rating GuidelinesPrimePower: ratings corresponding to ISO Standard Power for continuous operation. This relates to the supplying of electrical power at variable load with 70% load factor for an unlimited number of hours as opposed to commercially purchased power. A 10% overload capability is available with this rating.

StandbyPower: ratings corresponding to ISO Fuel Stop Power. This relates to the supplying of standby electrical power at variable load in areas with well established electrical networks, in the event of normal utility power failure. No overload capability is available with this rating. The average power output during a 24h period shall not exceed 80%. Engine operation < 500hrs per year whereof continous operation < 300hrs.

TurbochargedType of intercooling

A = Air-to-airW = Water-to-air

Diesel fuel

Emission controlledGenerator driveVersionGenerationDisplacement indication (liter)

TAD1242GE

PowerStandardsEngine performance corresponds to ISO 3046, BS 5514, DIN 6271. The technical data applies to an engine without cooling fan and operating on a fuel with a calorific value of 42.7 MJ/kg (18360 BTU/lb) and a density of 0.84 kg/liter (7.01 lb/USgal) as well as where this also involves a deviation from the standards. Power output is guaranteed within 0 to +2% at rated ambient conditions on delivery. Engine speed governing in accordance with ISO 3046/IV, class A1 and ISO 8528G2 (G3 with electronic speed governor).

Reference conditions:Total barometric pressure: 100 kPaAir temperature: 25 °CRelative humidity: 30%Fueltemperature: 40°C

Volvo Penta Generating Set Engines/20

Engine calculation formulas:

To find: Calculate

Power2

1000x T x N

(kWπ

)

TorquePx N

x Nm2

1000π

( )

Mean effective pressure (PME)2 P

V x NMPa( )

Torque riseTp Tr

Trx

−100 (%)

Speed droopNo Nr

Nrx

−100 (%)

Thermal efficiency

100000

1008432

.*

(%)HsSFC

xSFC

=

* with calorific value=42.7 Mj/kg=11.86 kW/kg

P: Power (kW)T: Torque (Nm)V: Displacement (liter)Tp: Peak torqueTr: Torque at rated speedN: Engine speedNo: No load high idle speedNr: Full load rated speedHs: Thermal (Calorific) value

(kW/kg)SFC: Specific fuel consumption

(g/kWh)

Electrical formulas:Three phase alternating current

To find: Calculate

kWe kWm x EFF

kWeU x I x x PF

kVA x PF173

1000. =

kVAU x I x kWe

PF173

1000. =

kVARU x I x x PF173 1

1000

2. ( )−

AmpskWe xU x x PF

1000173.

AmpskVA x

U x1000173.

FrequencyRpm x Poles

x2 60

Rpm2 60x x Frequency

Poles

kWm: Mechanical powerkWe: Electrical powerPF: Power factorEFF: Generator efficiencyI: Current (A)U: Voltage (V)kVA: Real powerkVAR: Reactive powerAmp: Line currentRpm: Revolutions per minute

Calculation factorsEngine calculation formulas:

To find: Calculate

Power2

1000x T x N

(kWπ

)

TorquePx N

x Nm2

1000π

( )


V x NMPa( )

Torque riseTp Tr

Trx

−100 (%)

Speed droopNo Nr

Nrx

−100 (%)

Thermal efficiency

100000

1008432

.*

(%)HsSFC

xSFC

=




(g/kWh)


To find: Calculate

kWe kWm x EFF

kWeU x I x x PF

kVA x PF173

1000. =

kVAU x I x kWe

PF173

1000. =


1000

2. ( )−

AmpskWe xU x x PF

1000173.

AmpskVA x

U x1000173.


x2 60


Poles


Calculation factorsEngine calculation formulas:

To find: Calculate

Power2

1000x T x N

(kWπ

)

TorquePx N

x Nm2

1000π

( )


V x NMPa( )

Torque riseTp Tr

Trx

−100 (%)

Speed droopNo Nr

Nrx

−100 (%)

Thermal efficiency

100000

1008432

.*

(%)HsSFC

xSFC

=




(g/kWh)


To find: Calculate

kWe kWm x EFF

kWeU x I x x PF

kVA x PF173

1000. =

kVAU x I x kWe

PF173

1000. =


1000

2. ( )−

AmpskWe xU x x PF

1000173.

AmpskVA x

U x1000173.


x2 60


Poles


Calculation factors

Calculation factors


Conversion factors

Metric to U.S. or IMP. conversion factors: U.S. or IMP. to metric conversion factors:

mm inch 0.03937 inch mm 25.40cm inch 0.3937 inch cm 2.540m foot 3.2808 foot m 0.3048

mm2 sq.in. 0.00155 sq. In. mm2 645.2m2 sq. ft. 10.76 sq. ft. m2 0.093

cm3 cu. in. 0.06102 cu. in. cm3 16.388liter, dm3 cu. ft. 0.03531 cu. ft. liter, dm3 28.320liter, dm3 cu. in. 61.023 cu. in. liter, dm3 0.01639liter, dm3 imp. gallon 0.220 imp. gallon liter, dm3 4.545liter, dm3 U.S. gallon 0.2642 U.S. gallon liter, dm3 3.785m3 cu. ft. 35.315 cu.ft. m3 0.0283

N lbf 0.2248 lbf N 4.448

kg lb. 2.205 lb. kg 0.454

kW hp (metric) 1.36 hp (metric) kW 0.735kW bhp 1.341 bhp kW 0.7457kW BTU/min 56.87 BTU/min kW 0.0176

Nm lbf ft 0.738 lbf ft Nm 1.356

MPa psi 145.038 psi MPa 0.0069Pa mm H20 0.102 mm H20 Pa 9.807Pa in H20 0.004 in H20 Pa 249.098kPa in H20 4.0 in H20 kPa 0.24908mH20 in H20 39.37 in H20 mH20 0.0254

kJ/kWh BTU/hph 0.697 BTU/hph kJ/kWh 1.435kJ/kg BTU/lb 0.430 BTU/lb kJ/kg 2.326

MJ/kg BTU/lb 430 BTU/lb MJ/kg 0.00233kJ/kg kcal/kg 0.239 kcal/kg kJ/kg 4.184

g/kWh g/hph 0.7355 g/hph g/kWh 1.36g/kWh lb/hph 0.00162 lb/hph g/kWh 616.78

kgm2 lbft2 23.734 lbft2 kgm2 0.042

l/s cu.ft./min. 2.1189 cu.ft./min. l/s 0.47194

m/s ft.per/min. 196.85 ft.per min. m/s 0.00508

°C=5/9x(°F–32)

Prefixkilo – x1000 kmega – x1,000,000 Mmilli – ÷1000 mmicro – ÷1,000,000 µ

ºF=9/5xºC+32

Conversion factors

Air Density°C 0 5 10 15 20 25 30 35 40 45 50 55

kg/m3 1,30 1,27 1,25 1,22 1,20 1,19 1,17 1,16 1,14 1,12 1,09 1,08


Load acceptance characteristics

Load acceptancecharacteristics

Gen set engines must have asufficient capacity to be able torecover frequency after an abruptload application. The frequency dipresponse primarily depends on theturbine inertia of the turbochargerand on the fuel system. Theterminology used to define loadacceptance characteristics can beseen in the diagram.

Volvo Penta load acceptance datahas been collated using generatorsequipped with a relativelyunsophisticated automatic voltageregulator (AVR). With modern AVRtechnology such as that employed bythe Leroy Somer R 448 and StamfordMX 341, it is possible to improve loadacceptance by reducing voltage atlow frequencies.

Another method of improving loadacceptance is to use the GAC LoadAnticipation Module, LAM 100, whichsenses electrical load changes priorto engine speed changes.

Gen set engines must have a sufficient capacity to be able to recover frequency after an abrupt load application. The frequency dip response primarily depends on the turbine inertia of the turbocharger and on the fuel system. The terminology used to define load aceptance characteri-sics can be seen in the diagram.

Volvo Penta load acceptance data has been collated using generators equipped with a relatively unsophisticated automat-ic voltage regulator (AVR). With mordern AVR technology such as that empoyed by Leroy Somer, Stamford, Mecc Alte, etc., it is possible to improve load acceptance by reducing voltage at low frequencies.

Another method of improving load ac-ceptance is to use the GAC Load Antici-pation Module, LAM 100, which senses electrical load changes prior to engine speed changes.


Sound

Number of sources

Incr

ease

dB

Addition of equal sound

The effect of distance on sound

Decibel dBSound is the oscillation of air pressures transmitted at a speed of 340 meters per second. The number of oscillations per unit of time, deter- mines the frequency of the sound (Hz).

The human ear is capable of detecting sounds in a frequency range of 20–20,000 Hz and a range of pressure oscil-lations from 2x10-5 – 102 Pa. The lowest pressure is the auditory threshold, whilst the highest is known as the threshold of pain. By using logaritmic scales an easily manageable scale of unit values for sound pressure can be obtained. This unit is known as a decibel (dB).

dB(A) scaleSound measurements weighted to the hu-man ear are referred to as the “A” scale. Because it reflects the real impact on the human ear, the dB(A) scale is normally used to express measured sound.

Sound and distanceThe sound pressure will fall linearly with distance from a source provided it is in (free) field conditions which do not ac-count for surrounding machines, floors and walls. Doubling distance from source decreases sound 6 dB, halving distance from source increases sound by 6 dB.

Addition of sound levelsdB is logarithmic and can not be added like a proper unit.

Adding e.g. 74 dB and 80 dB will result in a total sound of 81 dB.

Adding e.g. 4x80 dB will result in a total sound of 86 dB.

NoiseNoise is defined as unwanted sound. Exposure to excessive noise can cause permanent hearing damage.


Sound

Sound measurementEngine sound levels are measured in a semi-anechoic chamber, i.e., a room with sound insulated walls and a hard, sound-reflecting floor. Sound levels are meas-ured in accordance with the ISO 3744-1981 international standard, using 10 microphones arranged in a hemispherical pattern at a radius of 3m. Exhaust, intake and cooling fan noise are not recorded.

The sound levels are measured in decibels -dB- through a frequency range of 31.5 to 16000 Hz. The sound levels are measured with an A-filter to simulate the response of the human ear - meas-ured as dB(A).

Two different readings are used to ex-press sound levels:Lw = sound power levelis independent of microphone positions and acoustic environment and used in all Volvo Penta sound level data.Lp = sound pressure levelvaries with microphone distance and acoustic environment.

To estimate Lp at 1 meter microphone distance from the engine outer surface with a known Lw:

Lp 1 m = Lw – 12 dB(A)

Lw is stated in each engine technical data section.

Noise emissionsNoise, another contributor to environmen-tal pollution, is receiving serious attention by Volvo Penta development engineers. Noise not only affects end user/driver comfort but also that of local communities and work environments. Already a number of design features have been incorpo-rated into the current engine range that specifically reduce engine noise.

Design Features for Reduced Noise:– Specially designed engine blocks– Advanced combustion processes– Gear driven coolant pumps to allow the optimization of a fixed fan speed– Selection of available visco fans– Laminated oil pan– Precision matched timing gears with sound insulated cover

The sound power level is measured with 10 microphones placed in a hemisphere


Lubricating oil

The base stock for lubricating oils ismineral or synthetic oil. Additives thengive the oil the necessarycharacteristics.

The main functions of the oil are to:— lubricate moving components in the

engine.— transport away heat away from

bearings, pistons and cylinder liners.— clean the lubrication system, pistons

and piston rings in the engine.

The performance of the lubricating oilhas a considerable influence on theservice life, fuel and oil consumptionof the engine. It is important to use thecorrect grade of oils to achieve lowestoperating cost.

Engine lubrication oil properties and recommendations:

Viscosity

The oil should be able to flow through the pump at low temperatures, andalso have good lubrication ability at high temperatures. A single-grade oilsuch as SAE40 is used in a hot or cold ambient temperature whereas amulti-grade oil such as SAE15W/40 can be used in both hot and coldambient temperatures. At very low ambient temperatures, a synthetic orsemi-synthetic oil such as SAE 5W/40 should be used.

Detergents and dispersants

Additives are used in the lubricating oil for cleaning the oil system, pistonsand piston rings from carbon and sludge deposits.

Sulphur in fuel

The Total Base Number (TBN) specifies the ability of the oil to neutraliseacid combustion residue, such as sulphuric acid from the sulphur contentof the fuel. In markets with high sulphur levels in fuel, it is important that theTBN number of the fuel is sufficient. If the sulphur content is 1%, the TBNnumber should exceed 15.

Oil recommendations

Engine oils are tested by standardised methods agreed by the motorindustry and oil companies. Lubricating oils are divided into quality gradesdetermined thorough testing in engines for piston cleanliness, cylinderbore polishing, piston ring wear, oil consumption, viscosity variations etc.

Oils which comply with the following classifications are recommended byVolvo Penta. Failure to follow the recommendations can cause shortenedengine life:

American Petroleum Institute

API (CD), CE, CF, CF-4, CG-4Committee of Common Market Automobile Constructors.CCMC has been superseded by ACEA.CCMC D4, D5Association des Constructeurs Européen d’Automobiles(European Automobile Manufacturers Association)ACEA E1, E2, E3Volvo Drain SpecificationVDS, VDS2

Oil drain interval

Oil drain intervals depends on the oil classification. Oil drain intervals mustnot exceed 12 months.VDS-2 600 h*VDS, ACEA E3 400 h*ACEA E1, E2, API CD, CF, CF-4, CG-4 200 h*

* the oil drain interval is shortened if the fuel sulphur content is >0,5%:Sulphur content Reduction of specified oil change interval0,5-1,0 % 50 %>1,0 % 75 %

Engine lubrication oil properties and recommendations:

ViscosityThe oil should be able to flow through the pump at low temperatures, andalso have good lubrication ability at high temperatures. A single-grade oilsuch as SAE40 is used in a hot or cold ambient temperature whereas amulti-grade oil such as SAE15W/40 can be used in both hot and coldambient temperatures. At very low ambient temperatures, a synthetic orsemi-synthetic oil such as SAE 5W/40 should be used.

Detergents and dispersantsAdditives are used in the lubricating oil for cleaning the oil system, pistonsand piston rings from carbon and sludge deposits.

Sulphur in fuelThe Total Base Number (TBN) specifies the ability of the oil to neutraliseacid combustion residue, such as sulphuric acid from the sulphur contentof the fuel. In markets with high sulphur levels in fuel, it is important that the TBN number of the fuel is sufficient. If the sulphur content is 1%, the TBN number should exceed 15.

Oil recommendationsEngine oils are tested by standardised methods agreed by the motorindustry and oil companies. Lubricating oils are divided into quality gradesdetermined thorough testing in engines for piston cleanliness, cylinderbore polishing, piston ring wear, oil consumption, viscosity variations etc.Oils which comply with the following classifications are recommended byVolvo Penta. Failure to follow the recommendations can cause shortenedengine life:

VDS Volvo Drain Specification VDS-3, VDS-2ACEA Association des Constructeurs European d’Automobiles (European Automobile Manufacturers Association) ACEA E7, E4API American Petroleum Institute API CI-4, CH-4, CG-4

Oil drain intervalThe oil drain intervals for specific engines can be found in the in the Operators Manual. Please note that the oil drain intervals depend on the oil classification as well as the fuel sulphur content (see table below). Oil drain intervals must not exceed 12 months.

Sulphur content Reduction of specified oil change interval<0,5% none0,5-1,0 % 50 %>1,0 % 75 %

Lubricating oil

The base stock for lubricating oils ismineral or synthetic oil. Additives thengive the oil the necessary characteristics.The main functions of the oil are to:

— Lubricate moving components in the engine.— Transport heat away from bearings, pistons and cylinder liners.— Clean the lubrication system, pistons and piston rings in the engine.

The performance of the lubricating oilhas a considerable influence on theservice life, fuel and oil consumptionof the engine. It is important to use thecorrect grade of oils to achieve lowestoperating cost.


Diesel fuelDiesel fuel

Diesel fuel consists of about 87%carbon and 13% hydrogen. Dieselfuel performs two major functions inthe engine:— supplies the energy for the engine.— cools and lubricates the precision

parts of the fuel pump and injectors.

The properties of the fuel have animportant influence on engineperformance, exhaust emissions, fuelconsumption and engine life. Alwaysuse fuel of the correct grade forlowest environmental impact andlowest operating cost.

When the fuel is cooled, wax can crystallise out and make the fuel soviscous that it can not be pumped into the injection equipment. The “cloudpoint“ is the temperature when the wax crystals first occur, but the fuel isstill usable. At 3 to 8°C lower temperature, the fuel reaches its “pourpoint“, solidifies, and can not be pumped.

In order to make diesel fuel usable in cold ambient conditions, the oilcompanies mix it with paraffin (kerosene) etc. (this can have an adverseeffect on density and cetane rating, see below). It is important to select afuel with a margin to the pour point temperature at low ambienttemperatures.

Water in the fuel causes corrosion in the fuel system precisioncomponents. It is therefore important to drain water from the pre-filter andfuel tank regularly .

The sulphur in the fuel is converted to sulphuric acid which has a corrosiveeffect on the internal components of the engine, breaks the lubricating oildown and contributes to acidification in the environment. It also has anegative effect on the formation of particulates. The sulphur content shouldbe as low as possible.

Fuel density has effect on power output and fuel consumption. Lowtemperature winter grade fuels and environment classified fuels willtypically give 3-5% lower power and also higher fuel consumptioncompared with Volvo Penta reference fuel (0,84 kg/liter). Operating with ahigh density fuel (0,84 kg/liter) will result in higher engine power andincreased smoke level. Do not run the engine at higher power levels thanthe rated engine power.

The cetane number is a measure of the willingness of the fuel to ignite. Alow cetane number will result in long ignition delay, which will cause poorcold starting and warming up performance (white smoke), increasedexhaust emissions and higher engine noise. The cetane number should beat least 45, for low exhaust emissions it should be more than 52.

The viscosity is the ability of the fuel to flow. Too low viscosity means poorlubrication of the moving components of the injection system, too highviscosity can lead to abnormal pressures in the fuel system, causing cracksin injector nozzles and delivery lines. The viscosity should be 1,3-5,8 mm2/sec at 40°C

To obtain cost effective and environmental friendly operation, the fuelshould at least comply with one of the following market fuel standards:

EN 590 European UnionASTM D975 1D and 2D USAJIS KK2204 Japan

Diesel fuel

Diesel fuel consists of about 87%carbon and 13% hydrogen. Dieselfuel performs two major functions inthe engine:— supplies the energy for the engine.— cools and lubricates the precision

parts of the fuel pump and injectors.

The properties of the fuel have animportant influence on engineperformance, exhaust emissions, fuelconsumption and engine life. Alwaysuse fuel of the correct grade forlowest environmental impact andlowest operating cost.

When the fuel is cooled, wax can crystallise out and make the fuel soviscous that it can not be pumped into the injection equipment. The “cloudpoint“ is the temperature when the wax crystals first occur, but the fuel isstill usable. At 3 to 8°C lower temperature, the fuel reaches its “pourpoint“, solidifies, and can not be pumped.

In order to make diesel fuel usable in cold ambient conditions, the oilcompanies mix it with paraffin (kerosene) etc. (this can have an adverseeffect on density and cetane rating, see below). It is important to select afuel with a margin to the pour point temperature at low ambienttemperatures.

Water in the fuel causes corrosion in the fuel system precisioncomponents. It is therefore important to drain water from the pre-filter andfuel tank regularly .

The sulphur in the fuel is converted to sulphuric acid which has a corrosiveeffect on the internal components of the engine, breaks the lubricating oildown and contributes to acidification in the environment. It also has anegative effect on the formation of particulates. The sulphur content shouldbe as low as possible.

Fuel density has effect on power output and fuel consumption. Lowtemperature winter grade fuels and environment classified fuels willtypically give 3-5% lower power and also higher fuel consumptioncompared with Volvo Penta reference fuel (0,84 kg/liter). Operating with ahigh density fuel (0,84 kg/liter) will result in higher engine power andincreased smoke level. Do not run the engine at higher power levels thanthe rated engine power.

The cetane number is a measure of the willingness of the fuel to ignite. Alow cetane number will result in long ignition delay, which will cause poorcold starting and warming up performance (white smoke), increasedexhaust emissions and higher engine noise. The cetane number should beat least 45, for low exhaust emissions it should be more than 52.

The viscosity is the ability of the fuel to flow. Too low viscosity means poorlubrication of the moving components of the injection system, too highviscosity can lead to abnormal pressures in the fuel system, causing cracksin injector nozzles and delivery lines. The viscosity should be 1,3-5,8 mm2/sec at 40°C

To obtain cost effective and environmental friendly operation, the fuelshould at least comply with one of the following market fuel standards:

EN 590 European UnionASTM D975 1D and 2D USAJIS KK2204 Japan


Coolant

The main function of the coolant is to protect the engine and the components in the system from:

Corrosion damage•Cavitation damage on cylinder liners•Freezing•

At the same time the coolant should provide adequate heat transfer.Coolant should be used all year round even in warm areas.

The radiator ambient air capability is dependent on:

Coolant temperature shut down switch settingThe real coolant boiling point depends on the sytem pressure and the type of coolant used. In practice, the coolant temperature shut down switch normally limits the maximum permissible collant temperature.

Air on temperatureThe air on temperature (into radiator) de-pends on the ambient air temperature and any additional heat from engine, genera-tor, air blast oil cooler, etc.A gen set equipped with a pusher cooling fan will normally have an air on tempera-ture on 5 to 7 OC above the ambient air temperature.

AltitudeAltitude affects the boiling point of the coolant and cooling fan air flow. Radiators with a 70 kPa pressure cap setting have a good overheating margin up to 4000 m above sea level. Radiator ambient air capability is reduced by 2.5 OC per 500 m increase in elevation.

External restrictionsIf the cooling air flow is restricted by ducts, louvres, etc., this will result in re-duced radiator ambient air capability, see engine technical data.

with thrust (pusher, blower) type fanwith suction (puller) type fan

Top tank temperature (TTT) for D9-D16 103º TTT for TD520GE/720GE 110º TTT for TAD530GE/730GE 105ºCoolant 40% glycol and 60% waterSystem pressure 70 - 100 kPaAltitude 150 m above sea level

— When the maximum permitted top tank temperature is lower than 103°C (e.g. with a 97°C coolant temp shutdown switch), the radiator ambient air capability is decreased by a 1:1 ratio (in this case with 6°C).— When 25% instead of 40% antifreeze is used the radiator ambient air capability is increased by 2°C.— When operating at higher altitudes than 150 m the radiator ambient air capability is decreased by 2.5°C (per 500 m).

Variation factors from Volvo Penta base cooling performance conditions:

The individual Volvo Penta engine cooling performance data found in engine technical data is based on the following conditions:

Coolant freezing temperature:

Fresh water 0°C25% glycol –13°C40% glycol –28°C50% glycol –34°C

ASTM D4985:Total solid particles < 340 ppmTotal hardness < 9.5° dHChloride < 40 ppmSulfate < 100 ppmpH value 5,5–9Silica (acc. to ASTM D859) < 20 mg SiO2/lIron (acc. to ASTM D1068) < 0.10 ppmManganese (acc. to ASTM D858) < 0.05 ppmConductivity (acc. to ASTM D1125) < 500 μS/cmOrganic content, CODMn (acc. to ISO8467) < 15 mg KMnO4/l

Water quality pure water


Exhaust gas emissions

The composition of exhaust gasesDuring the combustion process of a die-sel engine, chemical energy is converted into mechanical energy at high tempera-tures and under very high pressure. For the most part, exhaust gases consist of the same elements found in air - nitrogen, carbon dioxide, water and oxygen. Only <0.1 % of these components can be defined as exhaust-gas emissions.

The effects of exhaust gases on helth and the environmentDiesel engines add to the pollution which has an adverse effect on health an the environment. The biggest environmental problem is acidification, which weakens plants, trees, etc.

Nitrous oxides are formed by a reaction between the N and O in the air at high temperatures. NOX is odorous and irritating.

Hydrocarbons are elements of unburned fuel which have formed as a result of a low combustions temperature and/or a poor fuel/air mixture. They give diesel exhaust its characteristic smell and some are toxic.

Carbon monoxide is formed at the intermediate combustion stage as a result of air deficiency, which results in incomplete oxidazation from CO and CO2. CO is hazardous.

Carbon dioxide is together with water vapur the main product resutling from combustion of diesel fuel. A greenhouse gas.

Particulate matter consists of a core of carbon (< 10 mm) and comes from the fuel and lubricating oil. This is primarily a result of poor fuel/air mixture. Poisonous hydrocarbons condense on the surface of the particles.

Sulphur dioxide is formed by a reaction between the sulphur in the fuel and the oxygen in the air. It is directly related to the amount of sulphur in the fuel and is subject to existing or proposed legislative control through limits of sulphur in fuel.

NOX

HC

CO

CO2

PM

SO2

— Acidification SO2 and NOX forms strong acids which affect the leaves of plants and attack their root system, reducting the plants capacity to ab-sorb water and minerals.

— Oxidants Oxidants such as ozone, O3, are formed as a result of the sensitive balance in the atmosphere being disrupted by too much HC and NOX. This affects the photosynthesis/respiration of trees, resticting their growth.

— Photochemical smog Photochemical smog is formed in highly populated urban areas when HC and NOX are exposed to sunlight. The smog contains a great deal of pollutants and obtains its brownish colour from NO2. Nitrous oxides and hydrocarbons in the smog affect the respiratory system.

— Particulate matter Particulate matters from combustion are hazardous to inhale and cause general dirtiness to surfaces.

— Greenhouse effect Today, the greenhouse effect represents one of the most widespread environmental threats of all. There is a connection between global warming and the increase in the carbon dioxide content of the atomosphere, contributed to by the combustion of all fossil fuels.



Exhaust limits and implementation dates are set by national laws and regulations and are based on defined test procedures specifying e.g. test cycles, test equipment and test fuel. The emissions that are regu-lated are generally NOx (Nitrous Oxides), HC (Hydrocarbons), CO (Carbon monox-ide) and PM (Particulate matter). Smoke limits apply in some cases.

The regulations below are a selection of regulations that apply for industrial en-gines; it does not cover all regulations ap-plicable to industrial engines. Regulations affecting the end user and the equipment may also apply. This information is our understanding of the requirements and it shall not be relied on for compliance purposes.

USA and Canada, Mobile Non-Road Diesel EnginesMobile non-road engines in USA are reg-ulated both federally by U.S. EPA (United States Environmental Protection Agency) and in California by CARB (California Air Resources Board).

Typical non-road mobile machinery:– Construction equipment including air compressors– Mobile pump units– Forestry machinery– Agricultural vehicles– Materials handling equipment– Snow ploughs and air port support equipment– Mobile generating sets

Exhaust emission regulations for diesel powered non-road machinery has been in effect for USA since 1996 (Tier 1) both federally and in California. Lower limits (Tier 2) were introduced starting in 2002. The current emission limit is Tier 3 for engines 75-560 kW and Tier 2 for >560 kW and 37 – 75 kW (Tier 3 will be required from Jan 1 2008 for engines 37-75 kW).

California may have additional require-ments depending on application of the engine.

Canada has adopted the same exhaust emission limits for non-road mobile machinery as USA effective from Jan 1 2006.

Exhaust Emission Legislation U.S. EPA/CARB federal non-road diesel engines

Tier 2 and 3 standards

Cycle Emission Limits

Engine Power kW

CO g/kWh

NMHC + NOx g/kWh

PM g/kWh

Introduction date

Stage

75 ≤ P < 130 5.0 6.6 0.3 2003 Tier 2

130 ≤ P < 225 3.5 6.6 0.2 2003 Tier 2

225 ≤ P < 450 3.5 6.4 0.2 2001 Tier 2

450 ≤ P < 560 3.5 6.4 0.2 2002 Tier 2

P ≥ 560 3.5 6.4 0.2 2006 Tier 2

37 ≤ P < 75 5.0 4.7 0.4 2008 Tier 3

75 ≤ P < 130 5.0 4.0 0.3 2007 Tier 3

130 ≤ P < 225 3.5 4.0 0.2 2006 Tier 3

225 ≤ P < 450 3.5 4.0 0.2 2006 Tier 3

450 ≤ P < 560 3.5 4.0 0.2 2006 Tier 3

P ≥ 560 No tier 3 legislation

CO = Carbon Monoxide NMHC = Non-Methane Hydro Carbon

NOx = Nitrogen Oxides PM = Particulate Matter

Exhaust Emission Legislation EU non-road mobile machinery directive

NRMM 97/68/EC as amended

Stage 2 Variable speed

Net power (P)kW

COg/kWh

HCg/kWh

NOxg/kWh

NOx + HC PMg/kWh

Introduc-tion date

75 ≤ P < 130 5.0 1.0 6.0 0.3 2003

130 ≤ P ≤ 560 3.5 1.0 6.0 0.2 2002

Stage 2 Constant Speed

75 ≤ P < 130 5.0 1.0 6.0 0.3 2007

130 ≤ P ≤ 560 3.5 1.0 6.0 0.2 2007

Stage 3A Variable speed

75 ≤ P < 130 5.0 4.0 0.3 2007

130 ≤ P ≤ 560 3.5 4.0 0.2 2006

Stage 3A Constant Speed

75 ≤ P < 130 5.0 4.0 0.3 2011

130 ≤ P ≤ 560 3.5 4.0 0.2 2011

CO = Carbon monoxide NOx = Nitrogen oxides

HC = Hydro carbon PM = Particulate matter



USA, Stationary Diesel EnginesDiesel engines in stationary applications is regulated federally by U.S. EPA from July 11 2005. From Jan 1 2007 diesel engines in stationary applications (< 2237kW and < 10 litres/cylinder) must comply with the emission limits for the Mobile non-road engines that are applicable for the engine size and power.

Stationary engines may also be regulated by individual states in addition to the federal regulation.

Europe, Non-Road Mobile MachineryThe emission limits were implemented for non-road applications with directive 97/68/EC NRMM (Non-Road Mobile Machinery), ef-fective October 1998 and valid for the same applications as in USA, except for agriculture tractors and constant speed engines. EU Stage 1 was enforced for diesel engines in the 130 – 560 kW range. EU Stage 2 has been in effect since Jan 1 2002 for the same engine range, and for engines in the 75 – 130 kW range it went into effect Jan 1 2003.

The NRMM directive was amended in 2004 (directive 2004/26/EC) adopting Stage 3A standards from Jan 1 2006 for engines 130-560kW and from Jan 1 2007 for engines 75-130 kW. Stage 3A will be required for engines 37-75 kW from Jan 1 2008.

Constant speed engines, in the power range 37-560 kW will be included in the directive 97/68/EC as amended by directive 2002/88/EC with effect from Jan 1 2007. Stage 2 limits apply for constant speed engines with Stage 3A scheduled for 2011.

Stationary engines are regulated nationally in EU, thus there is no directive setting emission standards for the EU area. TA-luft that applies in Germany is a well known regulation for stationary applications.

Japan, Non-Road enginesThe MoE (Ministry of Environment) regulates non-road equipment and have adopted emission limits similar to the EU and USA. The current limits in effect from Oct 1 2006 for engines 130-560kW are similar to the US EPA Tier 3 or the EU Stage 3A limits de-scribed above. Engines 75-130 kW follows one year after and 37-75 kW on Oct 1 2008.

The Ministry of Land, Infrastructure and Transport (MLIT) have a designation system for construction equipment with limits similar to the MoE limits for non-road vehicles.

Korea, Non-Road enginesKorea has been regulating engines on non-road equipment since 2004 for applications such as excavators, bulldozers, loaders, cranes, graders, rollers, and forklift trucks. The current Step 2 emission limits are similar to the U.S. EPA Tier 2 limits described above. Step 2 has applied since 2005.

India, Generating Sets and Construction EquipmentEmission regulations for generating set engines apply in India as from 1 July 2003 for the engine range 50 – 260 kW, and from 1 July 2004 for engines in the power range 260 – 800 kW.

India also have an exhaust emission regulations applicable to construction equipment.

China, Non-Road enginesThe Chinese government is currently preparing an exhaust emission regulation that will apply for diesel powered non-road equip-ment. Stage 1 is likely to take effect in 2007 or 2008.


Torsional vibrationsTorsional vibrations occurs as a result of forces on the crankshaft caused by the piston and connecting rod during the power stroke. These forces tend to deflect the crankshaft and also tend to displace the shaft at an angle. The object of Torsional Vibration Calculations (TVC) is to locate the critical speed points and to ensure that these critical speeds are outside the operating range of the engine (within +10% to –5% of the constant speed). Disregarding the torsional compatibility of the engine and the equipment driven by the engine may fracture the crankshaft and flywheel bolts and may lead to over-heating of the vibration damper. Approved combinations with engines coupled to sin-gle bearing generators are listed on the following pages in this Sales Guide. If the required combination is not listed, please contact Volvo Penta. TVC data input:– Engine, output and speed– Designation of alternator incl. detailed drawings of rotating components such as shaft, armature, exciter, generator, cooling fan and coupling, including weight, inertia and location of the rotating components.Expected delivery time approx. 2 weeks from complete order.

If two-bearing generators are specified, torsional vibration analyses are carried out by the manufacturer of coupling. Volvo Penta will supply engine input data on request.

Please see the Sales Support site at Volvo Penta Partner Network for more detailed information and analysis of alternators.

TA-Luft Exhaust EmissionRegulationIn the absence of a stationary poweremission regulation in Europe, theGerman power plant emissionstandard TA-Luft (TechnicheAnleitung zur reinhalt der Luft) is usedas a national regulation in Europe.Test procedures and conditions arenot clearly defined. Emissions aremeasured at steady state operation atmax. 5% exhaust oxygen (O2)content. This standard is applied inGermany, Austria, Luxemburg,Switzerland and the Netherlands andis gaining acceptance in otherEuropean countries.

Approved enginesVolvo Penta has measured Gen Setengine exhaust emissions incooperation with the German TüV, inaccordance with TA-Luft emissionstandards. All Volvo Penta TADengines and many of the TWDengines satisfy the TA-Luft regulationlimits, see also rating selection onpage 4 in this book.

Torsional vibrations

Torsional vibrations occurs as a resultof forces on the crankshaft caused bythe piston and connecting rod duringthe power stroke. These forces tendto deflect the crankshaft and alsotend to displace the shaft at an angle.The object of Torsional VibrationCalculations (TVC) is to locate thecritical speed points and to ensurethat these critical speeds are outsidethe operating range of the engine(within +10% to –5% of the constantspeed).Disregarding the torsionalcompatibility of the engine and theequipment driven by the engine mayfracture the crankshaft and flywheelbolts and may lead to overheating ofthe vibration damper.Approved combinations with enginescoupled to single bearing generatorsare listed on the following pages inthis Sales Guide. If the requiredcombination is not listed, pleasecontact Volvo Penta.If two-bearing generators arespecified, torsional vibration analysesare carried out by the manufacturer ofcoupling. Volvo Penta will supplyengine input data on request.

Torsional vibration analysis


Now you can find dealers and importers on our new website www.volvopenta.com.

From the start page chose dealer locator in upper right corner.

To locate a Volvo Penta dealer or im-porter, specify a location either by clicking the map or selecting the dropdown menu.

Importers directory


Customized product

An customized product is a product combination that can not be ordered from the Sales Guide. When requesting a customized product, please contact your Adaptation Center. The Adaptation Center will help you with cost, possible configurations and preliminary delivery time. An example of a customized product is different transmission, cooling system, electrical system, etc.PLEASE NOTEThe basic product you are asking for must be in production. Please send your requests by fax or mail together with our request form, publication no 7738779 (shown to the left). It is possible to find a released customized product on Volvo Penta Intranet.For further information, please contact: Adaptation Center Europe Fax. No. +46 31 663550 E-mail: [email protected] Center North America Fax. No. +1 757 436 5159. E-mail: [email protected]

REQUEST OF CUSTOMIZED PRODUCTS

ISSUED BY: ENGINE:

DATE: POWER:

(PMI order no) ORDER NO : SPEED:

(requested) DELIVERY TIME: SPEC NO :

CONTACT PERSON: QTY :

Adaptation Center Europe

Fax. No. +46 31 663550. E-mail: [email protected]

Adaptation Center North America

Fax. No. +1 757 436 5159. E-mail: [email protected]

REF. TO OLD ORDER-NO. OR S-NO. IF POSSIBLE:

TYPE OF APPLICATION:

CONTENTS OF REQUEST:


Notes


What is VODIA?Today, many of Volvo Penta's products have control and monitoring systems. VODIA is a handheld diagnostic tool which enables mechanics to conduct professional service and repairs on these products.The VODIA concept includes both hard-ware and software.

Which engines can use the VODIA tool?The VODIA application is used for D4, D5, D6, D7, D9, D12 and D16 engines. This is valid regardless of which type of control system being used.

How to get the VODIA tool to functionIn order to use the VODIA tool the soft-ware needs to be installed/upgraded on the PDA. this is done on the VODIA web page on the Volvo Penta Partner Network (www.vppn.com). It requires access to the web site and authority to use the VODIA tool.

Features– Rugged PDA– Dual speed and fine speed adjustment— Gain and Stability operation for PID control— Cylinder compression test and injectors shut off —Access to VPPN.com and VODIA site with links to among other thing product information, tips and latest news

NOTE! It is not possible to use or run the VODIA tool without previously having completed VODIA training. A VPPN user-ID is also essential to be able to enter the VPPN web pages. Please contact the local Volvo Penta VODIA support.

No. Option Order no. NoteVODIA tool* 1 VODIA kit, incl. Rugged PDA and com-

munication interface3838619 The PDA is ordered through a specific

VODIA routine. Please contact your local VODIA support.

2 EDC1/EDC4 adapter cable 3838623 Ordered together with VODIA kit or through Volvo Penta parts

*) It is not possible to use or run the VODIA tool without previously having completed VODIA training.

VODIA Order specification

VOLVO PENTA DIAGNOSTIC TOOL

VODIA


VODIA

How to order VODIA

Notice that it is not possible to order or run a VODIA tool before you have completed VODIA training and become a certified VODIA user. For further informa-tion about VODIA training, please contact your local VODIA support.

2. Go to “Order VODIA” under “Order” in the menu on the VODIA web. Submit the required user information in the order form. (If the user of the VODIA tool is not the same as the person making the order, please check the box and then enter the additional user information.)

1. Login on to the Volvo Penta Partner Network (www.vppn.com) with your Partner Network user ID. Go to “Service & Warranty” and click on “VODIA” to get to the VODIA web pages.

Service and Warranty

VODIA


VODIA

Choose a quantity of VODIA kits

3. Go to “Order Information” at the end of the order form. Here you will find information about which items you are able to order from the VODIA web.

If you need a complete VODIA kit (see link “Description of the package” for information of what is included in a VODIA kit) you choose a quantity from the drop-down list.

Here you order complete VODIA kits. Choose a quantity of VODIA kits from the drop-down list. It is also possible to add specific components to an order that includes a VODIA kit by selecting a quantity in the drop- down list. Note that separate VODIA parts can only be bought from the Volvo Penta Parts Warehouse (except the PDA).

4. After verifying your order and user information, press the button “Send order”. After sending the order a confirmation email will be sent to your email address.

The order will be sent with DHL from Gothenburg, Sweden and it normally takes about 3-4 weeks before you get your delivery.


Notes

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