Targa 50 on eBay

[Portofino]

Thanks for the erratum I though the Hp was out .
Just a kinda typo thing I know - needed clarity Thx .

The load is the % opening time of the electronic injector .
When it’s all working well with a known pressure and injector time open the ECU can work out the load .Also the vol of fuel / time hence the L/ hr figure .

The load is not hooked to rpm or speed ,nearly but not quite it’s variable.
Of cause 1000 rpm ,s load and speed are lower than 2000 rpm .But you do see differences due to bottom / sterngear fowling and extra weight ( normally fluids ) taken on board .
I’ve seem 100 % load at 1800 rpm with dirty gear .And rises in EGT over 650 - ouch :nonchalance:
Tells me it’s ready for a sterngear clean , and I need to back off which I do .
In other words I don’t just do [ insert your normal cruise ] because I can and it did that last month or the brochure reckons that’s right .

Clean ( within reason mid season ) and fully loaded 17 tons + around just short of 3 tons of fluids I’ve seen say 84% load at a given rpm say 1800 for the sake of argument, this load drops back to 80;% or reduces as the weight is burned off on a long run .Boat speed adjusts up too. As it gets relatively % age 3 to 17 tons lighter you see that weight loss at the same rpm as mote speed and less load .

Plonked In after its annual all gleaming and shiny with a nice fresh n smooth coat of antifoul the same 80 % load gives a higher rpm and speed - well for a couple of weeks .
From memory 29.8 knots at 80 % up from the normal 27/28 .

Occasionally do 1/2 hr runs of 90 % load , but generally in the interest of longevity set the sticks by the load =80 % .
which is fast enough thx .

 

[Portofino]

As an aside, are the sheets which you posted of those two Itama 55 all what was given to their owners? REALLY?
If so, I'm even surprised that MAN accepted them for validating the engines warranty!
I have a copy of the official MAN protocol for marine

Last but not least, it's interesting to notice that on two sisterships, the one with the (lighter!) V10 engines burns MORE fuel than the V12, at comparable speeds.
Explain that, if you can!

P I know the 46 ( the V8 variants) do 240 L/hr at cruuse compared to the 42/84 L6 burning 180 or 200 if you like .
Anywhere from 27-32 knots the V8 variants burn more .
This what two established Itama dealers advised me independently of each other and I have no reason to doubt .

Answering your last Q out of politeness above , the V12 is aCR engine the V10 I think just EDC or the MAN eq.
Progress huh !

The screen shots were just to help those ,for example PeteM who want to get a handle on consumption .
There will be a builder / engineer- statement somewhere - it’s the comsuption page , So they just need to find that page - it’s out there somewhere.
Ok what use is it for to me PM PeteM a screen shot showing the exhaust back pressure , fuel pump pressures , cylinder contribution for his KAD 44 ,s when all he’s bothered about is consumption ??

 

[MapisM]

I’ve seem 100 % load at 1800 rpm with dirty gear .And rises in EGT over 650 - ouch :nonchalance:
Tells me it’s ready for a sterngear clean , and I need to back off which I do.

Agreed, that's the one and only thing which I regret not having, with mechanical engines.
I'd love to fit EGT probes on each cylinder bank, and a dash display showing the four numbers in real time.
The job as such is easier that I would have thought, but I've yet to investigate in detail which components to use.
Not a huge priority anyway, because I'm beginning to understand that also a slight speed reduction at my usual rpm (1800 for me too) is already a pretty good indicator of somewhat fouled hull/props.
Which in turn is bound to affect also EGT/load, obviously.

Over 650°C does sound high, anyway.
Fwiw, according to the initial test of my engines (with perfectly clean but fully loaded boat, and additional workshop instruments installed), the max EGT reached was 435° @ WOT, with reasonably constant temperatures (in between 310 and 340) throughout the normal planing range (1500 to 2000 rpm).
That was 14 years and 1500 hours ago, though. If I'll ever fit the probes, It'll be interesting to see if/how much time and usage took their toll...

Answering your last Q out of politeness above , the V12 is aCR engine the V10 I think just EDC or the MAN eq.
Progress huh !

Good idea, but no cigar!
The non-CR but electronically controlled MAN V10 engine was the 1050hp, whose technology was similar to your L6 I believe, but don't take my word for this.
In the seatrial you previously posted, hull #33 has the V10 1100hp engines, which were indeed CR managed - same as the V12 1360hp engines of hull #34.

 

[Portofino]

Agreed, that's the one and only thing which I regret not having, with mechanical engines.
I'd love to fit EGT probes on each cylinder bank, and a dash display showing the four numbers in real time.
The job as such is easier that I would have thought, but I've yet to investigate in detail which components to use.
Not a huge priority anyway, because I'm beginning to understand that also a slight speed reduction at my usual rpm (1800 for me too) is already a pretty good indicator of somewhat fouled hull/props.
Which in turn is bound to affect also EGT/load, obviously.

Over 650°C does sound high, anyway.
Fwiw, according to the initial test of my engines (with perfectly clean but fully loaded boat, and additional workshop instruments installed), the max EGT reached was 435° @ WOT, with reasonably constant temperatures (in between 310 and 340) throughout the normal planing range (1500 to 2000 rpm).
34.

The different ranges are because of the different probe positions .
Most exhaust elbows have a tapped screw blank after the turbo which a probe can be easily fitted or infact a boroscope to eyeball the turbo fans and state of the riser from that angle during a survey etc .

Yours are 200 + odd degrees different because the turbo has taken a slug of heat out .
My manual indicates the normal range running should be 550-625 ish when the turbo is working ,ie north of 1500 rpm ish .
As said I never really go N of 600 knowingly or rarely.

If you are gonna fit probes for EGT , once calibrated you just need to understand the range and which numbers to avoid , know when it’s time to ease back the sticks .Before or after the turbo achieves pretty much the same info .

I think you or perhaps a better description WE have “ done “ this before
Mine are before the turbo .
http://www.ybw.com/forums/showthrea...T-probes-gauges-to-diesel-(MAN)-engines/page3

 

[MapisM]

Mine are before the turbo.

Fairenuff, didn't remember that. :encouragement: