Commercial engine applications – differences?

[BoatingBeginner]

I’m looking into sourcing a couple of Cummins B-Series diesels for marinisation.

I understand that different Hp can be produced by the inclusion of a turbocharger and an aftercooler. And I understand that various mods can be made to the fuel pump to increase the Hp, too (Dodge-owning rednecks in the States seem to have turned this into a science!).

But what are the fundamental differences between a standard engine to be used for, say, a standby generator, and one used in, say, a truck, or bus – or excavator?

Do some have thicker bearings or tougher pistons, for example? Or a different cam profile? Or are all the differences solely external and relate to fuel and breathing?

 

[pampas]

Sump pan needs investigation, I believe marinised pans allow for inclination on a permanent basis, May be wrong,but remember reading about this somewhere.

 

[scottie]

Suggest a pm to latestarter he is authority on cummins

 

[Latestarter1]

Post me engine serial #'s

And most importantly what are your expectation?

 

[BoatingBeginner]

Thanks for the responses, guys!

I don't have the serial numbers, yet, as I haven't sourced the engines. I'm just looking into what to go for - and what not to. I'll be rebuilding myself before marinising - or buying some recon units.

I've asked a few engine suppliers. They ask which application. If I say 'boat' the answer is (predictably) twice as expensive as if I say 'truck'.

I want 180 Hp out of them - which should be doable without the aftercooler - as long as I can find the right units to start with...

 

[Latestarter1]

Thanks for the responses, guys!

I don't have the serial numbers, yet, as I haven't sourced the engines. I'm just looking into what to go for - and what not to. I'll be rebuilding myself before marinising - or buying some recon units.

I've asked a few engine suppliers. They ask which application. If I say 'boat' the answer is (predictably) twice as expensive as if I say 'truck'.

I want 180 Hp out of them - which should be doable without the aftercooler - as long as I can find the right units to start with...

180 is simple, engine can go to 220 without aftercooler.

Feel free to PM me, I can point you at the correct CPL. Best option is Euro I or II B Series out of a DAF 45 130/145.


If the engine has come out of a 7.5 tonne truck with less than a million kms, 90% likely that it will be perfect out of the box, however makes total sense to replace bearings, approx £3 a journal, hone the bores (Flexhone only) and fit new piston rings, about £15 a jug.

Truck breakers are starting to get the message..........Good very late Storm block engines make less than a grand, unless you say it is for a marine conversion, then price jumps up to £1,200.

I have a 220 ready to go on the dyno, only difference between 180 and 220 is the size of the raw water pump. I can send you pictures.

 

[BoatingBeginner]

Thanks very much for the helpful info, Latestarter. Some photos and specs of the bigger water pump would be extremely helpful (geoffreyworthington43@yahoo.co.uk).

Do you know if this rather neat Bowman exhaust manifold-cum-header tank will cope with 220Hp? http://www.boatsandoutboards.co.uk/...-6b-exhaust-manifold-header-tank-cm600-LCM053

 

[Latestarter1]

Thanks very much for the helpful info, Latestarter. Some photos and specs of the bigger water pump would be extremely helpful (geoffreyworthington43@yahoo.co.uk).

Do you know if this rather neat Bowman exhaust manifold-cum-header tank will cope with 220Hp? http://www.boatsandoutboards.co.uk/...-6b-exhaust-manifold-header-tank-cm600-LCM053

The Bowman manifold is fine, heat exchanger is separate, I redesign it slightly as I hate the turbo location. At 180 the smaller Bowman which fits under the manifold is a robust solution, however 220 Hp in Northern European ambients is the limit of this heat exchanger.

 

[BoatingBeginner]

That's incredibly helpful, thank you!

 

[rotrax]

I’m looking into sourcing a couple of Cummins B-Series diesels for marinisation.

I understand that different Hp can be produced by the inclusion of a turbocharger and an aftercooler. And I understand that various mods can be made to the fuel pump to increase the Hp, too (Dodge-owning rednecks in the States seem to have turned this into a science!).

But what are the fundamental differences between a standard engine to be used for, say, a standby generator, and one used in, say, a truck, or bus – or excavator?

Do some have thicker bearings or tougher pistons, for example? Or a different cam profile? Or are all the differences solely external and relate to fuel and breathing?

I was asked to help a chap with a lovely traditional narrowboat which he had just purchased. It had a Gardiner four cylinder donk. The donk was in very good nick and was supposed to have come off a trawler in Brixham. This gave me a clue, as it was not big enough for a main engine. The problem was that it would start fine and idle, but when speed was increased it would only run at one RPM. I had the CAV injector pump number checked out and it was found to be a winch engine-idle speed and maximum torque only. A specialist converted it and it worked fine after. Still is as far as I know.

 

[BoatingBeginner]

Thanks - just the sort of situation I'm hoping to avoid - only with two engines not just one!

 

[Latestarter1]

Cummins have a very simple system called the CPL (Control Parts List).

The CPL is the recipie book of performance parts that go into an engine. Head, pistons, camshaft fuel pump, turbocharger. Once you understand the scope of engine CPL's performance work can be reasonably straight forward.

Start up smoke levels are far superior to Ford or Perkins:http://www.youtube.com/watch?v=rGSVz0YDrtc

 

[BoatingBeginner]

Now it starts to make sense! Will have to have a root online for this List. I've heard CPL mentioned a few times in relation to engines' serial numbers.

 

[Latestarter1]

Thanks for the responses, guys!

I don't have the serial numbers, yet, as I haven't sourced the engines. I'm just looking into what to go for - and what not to. I'll be rebuilding myself before marinising - or buying some recon units.

I've asked a few engine suppliers. They ask which application. If I say 'boat' the answer is (predictably) twice as expensive as if I say 'truck'.

I want 180 Hp out of them - which should be doable without the aftercooler - as long as I can find the right units to start with...

Finally finished latest project of Cummins 130B out of a scrap 1996 Dennis Dart bus to 220 hp replacement for old T6.354 145. Bowman marinising components from Lancing Marine. In addition starter, alternator, gearbox oil cooler and adaptor plate from Perkins 6.354 re-used. Owner really liked his big old mechanical tacho so incorporated drive for that as well.

http://www.youtube.com/watch?v=iIHiR8rT8Gk&feature=g-all-f&context=G207dd62FAAAAAAAAAAA