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21st November 2016, #1
22:44
Explained: How Marine Diesel Engines Work
Sail
BHPian
Dear BHPians,

Today I am trying to give you all a description of mammoth marine diesel engines, which is used in running very large
ocean going crude oil tankers. What is the size of the tankers we are dealing with? In an average 300,000 tons dead
weight! Yes, 3 lakh tons. (Dead weight means only carrying capacity, own weight not included).
Join Date: Oct 2016
Location: Mods please excuse any mistakes in write ups.
GURUGRAM
Posts: 176 A big thanks to my Junior Engineer Arun, with-out his help it was impossible for me to accumulate all these
Thanked: 387 Times
information. Will try my best to keep it brief and cover most areas.
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HISTORY OF PROPULSION ENGINES ON TANKERS IN BRIEF:-

1. With the introduction of large ocean tankers in late 50’s, propelling power requirements for tankers went up rapidly,
which made way for large steam turbine engines (from small). World War II saw rapid improvement in Steam turbine
technology. Hence this was the obvious choice and ready in hand. This type of engine significantly raised weight to
power ratio. However they had a major drawback of very high fuel consumption & huge heat loss. Also
maneuverability of these engines was restricted. But ship owners stuck with a philosophy of carrying more cargo at
one go, thus super tanker market boomed along with steam turbine engines.

2. The reciprocating marine diesel engine first came into use in 1903, but with primitive design, expensive &
unsuitable for large tankers. Over the time with improvement in design & fuel economy, they slowly replaced steam
turbine engines. Raising fuel cost added benefit to the diesel engines over steam engines (high fuel consumption).
Modern large merchant ships use slow speed two stroke engines. Some smaller vessels may use high speed diesel
engines. Ships with these engines do not generally need gearboxes. Usually such propulsion systems consist of own
direct drive propeller. Over the years these engine claimed astonishing technological achievements.

Few years back (even now on 5 years+ ships) these engines (known as MC engine) digest in an average 80 - 90 mt of
heavy fuel oils (IFO 380 cst) to propel these gigantic tankers in laden condition. Though fuel consumption is much
lower than Steam turbine engines but with the stricter regulations on SOX & NOX emission it became a challenge for
makers to deliver perfect balance of power and fuel economy and also which can comply with emission requirements,
especially in ECA (Emission Control Areas). Here comes the ME engine in action.

So what is the special about these new engines (called ME Engines)?

They have to be two strokes with long strokes for massive power requirement, less moving parts for efficiency and use
lesser resource, energy loss has been controlled around 22% by various means & utilization of exhaust gas, same lub
oil is used for lubricating as well as operating the engine valves with booster pumps, fully controlled by electronics
(cam less). Even our senior marine engineers needs to attend a special training program to learn about these engines.

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Before I enter the main subject, here is the picture of the engine, to give you the idea of its sheer size. Look closely,
two men standing next to it!

On ship, we call her as Main Engine. Generators are called as Auxiliary Engines. Generators are required for generating
electric power, thus four stroke engines are the obvious choice for generators (high rpm). They too run on heavy fuel
oils, and also run on marine diesel oils like main engine.
Although our main engine can deliver 41,700 bhp, but it has been de-rated (ECU remap) to produce perfect balance of
power, fuel economy & emission. Recently Hyundai Heavy Industry delivered an ME engine with power in excess of
100,000 BHP!

DESCRIPTION OF ME MAIN ENGINE

MAN B&W 7G80ME – C9.2 // 24235 KW AT 63.1 RPM

Specification: CMD-MAN B&W // 7G80ME-C9.2 // ENGINE NUMBER: CE 0394A // BORE: 800, STROKE: 3720 // SMCR:
24235 KW AT 63.1 RPM // MEP: 1.76 MPa // Mfg Date: APRIL 2015 // FIRING ORDER: 1-7-2-5-4-3-6 // CLASS: ABS
(American Bureau of Shipping).

Let me explain few things here for better understanding:

CMD – It is Chinese group of companies, took license for production of these engine in China (CSSC MES Diesel).
MAN, the name it-self - Machinefabrik Ausgburg-Nurember, from Germany
B & W – Named after Mr. Burmeister and Mr. Wain
7 – 7 UNITS
G – ULTRA SUPER LONG STROKE (STROKE BORE RATIO 4.6:1) (GREEN ENGINE)
80 – BORE IN CM
M - ENGINE PROGRAMME SERIES
E – ELECTRONICALLY CONTROLLED ENGINE
C – COMPACT (NOW IT IS STANDARD)
9 – MARK NUMBER (DIFFERENT Mk No. MEANS DIFFERENT MEP)
.2 – FUEL OPTIMISED FOR TIER II ENGINE (.2 MEANS TIER II COMPLIANT ENGINE) (TIER II MAX NOX LIMIT: 14.4
gms/KW-h) 5% NOx(25) + 11% NOx(50) + 55%NOx(75) + 29%NOx(100) < 14.4 gms/KW-h.

FUNDAMENTALS: 2 STROKE CYCLE DIESEL ENGINE

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The main propulsion engine on board ocean going cargo ships are mostly of this type. It is named ‘2 Stroke Cycle’
because the ‘Cycle’ is completed in two ‘Strokes’ of a piston or one revolution of a crankshaft.

• In comparison to 4 Stroke Cycle Engine, less time is provided to exhaust gases to leave the cylinder and fresh air to
fill in. In 4 Stroke Cycle engine, two separate strokes are provided for this purpose, namely exhaust stroke and suction
stroke.

• In 2 Stroke Cycle Engine, the function of exhausting of gases and recharging the cylinders with air are carried out
between power stroke and compression stroke. These two important functions are carried out in about 120 deg of
crank angle in comparison to about 440 deg crank angle for 4 stroke engines.

• In 2 Stroke Cycle Engine, pistons do not push gases out of the cylinder at the end of power stroke. So, air has to
push gases out of the cylinder and make place for itself. In 2 stroke engine, air is called ‘Scavenge air’. ‘Scavenge’
means throwing something out.

• In 2 Stroke Cycle Engine (Sulzer or MAN B&W), the air manifold is termed ‘Scavenge Manifold’. Whereas in 4 Stroke
Cycle Engine (Generator Engine), the air manifold is termed ‘Inlet Manifold’.

• For engine to operate efficiently, scavenge ports and turbochargers must be maintained in good condition. Scavenge
manifold must be maintained at designed pressure, otherwise air will not be able to push gas out.

CROSS-HEAD TYPE 2 STROKE DIESEL ENGINE WORKING PRINCIPLE

Compression

In this process, scavenge ports are covered, exhaust valve is close and fuel injector is shut. The cylinder is full of air;
air is compressed to about 90 bar and above. The temperature at the end of compression will be about 550 deg C. The
fuel is injected (approx 10 deg before TDC) at the end of compression in the form of fine spray.

Expansion Stroke

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The pressure in the modern engines go up as high as 140 to 150 bar after combustion and temperature is about 1700
deg C (Note: This is not the exhaust temperature). The hot gases, containing sufficient heat energy do the work on
the piston and push towards the end of the stroke. The gases fall in pressure as they expand.

Exhausting & Scavenging in 2 Stoke Engines

• There are no separate strokes for Suction and Exhaust. These functions are completed between ‘Expansion’ and
‘Compression’ strokes.

• Towards the end of expansion stroke (by the time 80% of the stroke is over) exhaust valve in the cylinder head or
ports on cylinder are open. Exhaust gases rush out of the cylinder into the exhaust manifold. This happens because of
the pressure differential. This is referred to as the ‘blow down’ period.

• Scavenge ports are uncovered by the piston immediately after this stage. Scavenge manifold is maintained between
2 – 2.5 bar in modern engines.

• Scavenge air have two functions in 2 stroke engines: (a) Pushing remaining gases out of the cylinder and (b) Filling
up the cylinder with fresh air.

ADVANTAGES OF ME ENGINES:

Lower SFOC (Specific Fuel Oil Consumption) and better performance parameters thanks to variable electronically
controlled timing of fuel injection and exhaust valves at any load.
Appropriate fuel injection pressure and rate shaping at any load.
Easy change of operating mode during operation.
Simplicity of mechanical system with well proven traditional fuel injection technology.
Control system with more precise timing, giving better Engine balance with equalized thermal load in and
between cylinders.
Lower RPM possible for maneuvering.
Better acceleration, astern and crash stop performance.
Integrated Alpha Cylinder Lubricators.

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Up-gradable to software development over the life time of the Engine.
Good fuel saving at part load.
Low NOx emission from this type of engines. So environment friendly.
This engine can also be called as green engine (Stroke / Bore ratio 4.6)
Ability to run continuously at Super dead slow
Emission of smoke is very less
Easy to adjust and balance the engine parameters
Size of the engine is reduced. It is more compact
Thermal losses are reduced to less than MC Engines
It is Tire II compliant engine (Tier IIMax NOx emission limit: 14.4gms/kw-hr)

FOLLOWING PARTS ARE OMITTED IN ME ENGINES FROM MC ENGINES:

1. Chain drive
2. Chain Wheel Frame
3. Chain Box on Frame Box
4. Cam Shaft with Cams
5. Roller Guides for Fuel Pumps and Exhaust Valves.
6. Fuel Injection Pumps
7. Exhaust Valve Actuators
8. Starting Air Distributor
9. Governor
10.Regulating Shaft
11.Mechanical Cylinder Lubricator
12.Local Control Stand

THE ABOVE MENTIONED PARTS ARE REPLACED BY:

1. Hydraulic Power Supply (HPS)

2. Hydraulic Cylinder Units (HCU)
3. Engine Control System (ECS) controlling the following:
i) Electronically profiled injection (EPIC)
ii)Exhaust Valve Actuation
iii)Fuel Oil Pressure Boosters
iv)Start and Reversing Sequence
v)Governor Function
vi)Starting Air Valves
vii)Auxiliary Blowers
4. Crankshaft position sensing system
5. Electronically controlled Alpha Lubricator
6. Local Operating Panel

HYDRAULIC POWER SUPPLY UNIT: The necessary power for fuel injection and exhaust valve operation previously
provided via the chain drive (MC Engines) – is now provided from a hydraulic power supply unit (HPS).

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HYDRAULIC CYLINDER UNIT (HCU): In 7G80ME-C9.2 Engine sump oil is used as servo oil (Hydraulic Oil) at a pressure
of 200 bars.
From Main Engine Lube Oil Sump (system oil) Main Engine L.O. Pumps take suction and supplies to engine driven
hydraulic pumps through fine auto filter at a pressure of 2.5 bar. This 2.5 bar pressure lube oil now called as servo oil
which is pressurized to 200-250 bar by Engine Driven Hydraulic Pumps (3 no). This high pressure oil is supplied to
hydraulic cylinder unit for the actuation of FIVA valves (Fuel Injection and Valve Actuation). This high pressure
hydraulic oil (servo) operates Fuel Oil Pressure Booster Units, Exhaust valve actuation etc. controlled by Engine
Control Unit (ECS).

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GAS EXCHANGE PROCESS

Large mass of air is supplied to the cylinder with super charging process. Our engine makes use of exhaust gas driven
turbo charges to supply pressurized fresh air for scavenging and supercharging. MAN B&W 7G80ME-C9.2 also provided
with electrically driven auxiliary blowers (these auxiliary blowers start at scavenge air pressure less than 0.4 bar and
stop at 0.7 bar pressure) as the exhaust gas driven turbo blowers cannot provide enough air at low engine speeds.
Compressed air at higher temperature (above 150°C) is cooled to increase the charge air density. This is done by Air
Coolers which are fitted just after Turbochargers. As we know, more the air density is better the fuel oil combustion.

TURBO CHARGING OF ENGINE

Air (around 38 degree temperature) is drawn from the machinery space through a filter and then compressed and
then passed through air cooler to increase the air density. Temperature of compressed air is around 150 degree
Celsius.

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AIR COOLER:

Our engine air coolers are of tube and fin type air cooler. Where fresh water passes through the tubes and the charge
air passes through fins. Temperature of the charge air is reduced from 150 deg to 38-40 deg. From air cooler charge
air enters into the scavenge air receiver.

SCAVENGING

As the name indicates scavenging is the removal of exhaust gases by blowing in fresh air. There are two basic type of
scavenging process in use on slow speed two stroke engines.

The cross flow scavenging

The uni-flow scavenging

Engine 7g80me-c9.2 equipped with uni-flow scavenging where the incoming air from scavenge air receiver through
liner ports located at the bottom of the cylinder liner helps in scavenging of exhaust gases, efficient combustion of the
fuel. Uni-flow scavenging is most efficient scavenging process than the other processes.

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FUEL OIL SYSTEM OF ENGINE

Engine 7G80ME-C9.2 is usually arranged to operate continuously on heavy fuel (IFO 380 cst) and have available
LSMGO (Low Sulfur marine gas oil) supply for maneuvering conditions in ECA (emission control areas) where we
cannot use fuel oil more than 0.1% sulfur content.

FUEL SUPPLY SYSTEM

Initially Fuel Oil is stored in bunker tanks. We have 4 bunker tanks in total in varying sizes. Here oil is maintained over
40 deg C. First step of purification takes place here, allowing high density water to settle down. Then it is taken to one
settling tank and heated around 80 Deg C to remove remaining water & sediments. Then the oil pumped to purifiers
through purifier feed pumps.
PURIFIERS works on the principle of centrifugal force separation. Removal of sludge and water content of the oil takes
place in purifiers and the oil is pumped to daily service tanks, from where it is used in engine. Total bunker capacity of
this ship is mammoth 6,412 m3. With that she can travel for almost 95 days without refueling and cross close to
29,000 nautical miles. But this is not the case most of the time, as we don’t mix bunkers of different origins due to
compatibility issues. Thus all bunker tanks are not empty or full always. Means there will be one or two tanks each
with different fuel oils. Every time we receive a bunker, samples are sent ashore to a laboratory for analysis and to
ascertain any special precaution require to use this oil, like purifier setting, inject temperature requirements, sulfur
content, presence of any harmful chemicals etc.

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STARTING STOPPING REVERSING MAIN ENGINE

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Unlike car engines, you just can’t start these marine engines on the go. One needs to follow certain procedures.

Before the engine can be started, we need to prepare the engine well in advance. However with strict terminal / port
regulations now a day, our engine is kept always ready & warmed up. Warm up is a big factor here.
Followings are small list of preparation: (there is a check list available!)
• Fuel oil warm up / line up including pumps / purifiers
• Switch on all cooling water / lubricating pumps
• Obtain propeller clearance (just to ensure no small boat is close to the propeller area), and engage the turning gear
and turn the engine by means of turning gear with indicator cocks open to ascertain that nothing obstructs the
movement of the running gear, at the same time operate the hand cranks of the cylinder lubricators for about 20-25
turns so as to ensure satisfactory lubrication of the cylinders from the very beginning. Disengage turning gear.
• Check starting air reservoir for correct pressure is being maintained.
• Then blowing through the engine by means of compressed air. This is kind of simulation of starting. This is done to
remove any moisture from the combustion chamber. Also this procedure ensures correct operation of all the inlet /
outlet valves & actuators.
• Once all above is satisfactory, control is given back to bridge and we can start the engine. Engine always starts with
air & then automatically fuel is injected.
• It is very important to monitor all parameters closely at every initial stage.

Stopping:-

While navigating at sea we just can’t stop the engine, unless there is an eminent danger or to save the ship / our
lives. There is a function called “Crash Astern”, which is only used to stop her immediately in grave danger. But just to
tell you, in my 22 years of sea life, I never saw this is being used once.
To start / stop the engine at will, we required certain status on engine which is called “maneuvering” or “Standby”. By
which engine rpm is brought down below certain rpm, an additional generator is switched on for extra power
consumption from auxiliary blower & boiler etc and lots of other machinery adjustments are also requires. We have
pre-planning, meeting to decide when we require the engine to operate in maneuvering mode.

Reversing

Reversing of the engine is performed electronically and controlled by the Engine Control System, by changing the
timing of the fuel injection, the exhaust valve activation and the starting valves. Engine can be kicked astern from stop
position anytime; however with ‘crash astern’ command, engine won’t start astern, till the time engine rpm is below
certain ‘ahead’ rpm. For example on this engine that ahead rpm is ‘16’.

MAINTENANCE, SPARES & MONITORING

There are several sensors continuously monitoring all parameters. Any deviation immediately triggers an ‘alarm’ and
duty engineer attends / solves the issue. If the deviation is severe or serious in nature, the alarm goes to all
engineer’s cabin. All the engine component has a specific running hours, after which it requires: inspection /
measurement / monitoring / replacement. Most of the critical spares are carried onboard, namely: one/two Piston, one
cylinder liner, couple of exhaust valves, important pumps, fuel injectors, various sensors, T/C spares etc. Remaining
spares needs to be ordered well in advance in-line with maintenance schedule. Sometime the lead time for spares may
go up to 3-4 months from maker. Every month while running at sea, main engine is run at a higher rpm for 2-3 hrs
irrespective of ordered speed. This is required to compare engine performance data along with shop-test & pre-
delivery sea-trial performance. Data is closely monitored for any deviation outside tolerance limits. If any problem
found, office technical department is notified, the part is identified & immediately replaced. Also now a day, daily
engine parameter/performance is automatically transmitted directly to the Owners via email, where we can’t access
these emails/data.

Lastly big thanks to our engineers, they needs to be skillful in mechanical + electric + electronics & in ‘hard-work’
department. These ships are monitored by charterers via satellite (like GPS tracking). Any breakdown to the engine /
stoppage means a big hole in Owner’s pocket, as charterers will not hesitate to deduct freight from owners. However I
still hold some tricks in my sleeve to save my owner when time comes.

There is no end to write up on this magnificent human art. But I think any more information will make this thread
boring. Since I am not an Engineer, I may have missed out few things. Do let me know if you need any clarification.

Here are some pictures to end this post.

E/Room ME Cylinder Head Platform

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Massive spare piston

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Exhaust Valve

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Exhaust Pipe

Engine Control Room

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The Prop shaft

Local Operating Panel (in case of electronics failure on bridge/ECR)

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Bridge Telegraph (from here engine command is given)

(76) Thanks

22nd November 2016, 13:09 #2

Re: Explained: How Marine Diesel Engines Work
embee
BHPian

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8/5/22, 3:41 PM Explained: How Marine Diesel Engines Work - Team-BHP
Thanks for the nice detailed explanation of a working marine diesel engine!!

Request you to put more visuals; if you can.

Join Date: Aug 2014

Location: New Delhi
Posts: 220
Thanked: 304 Times

(1) Thanks

22nd November 2016, 15:23 #3

Re: Explained: How Marine Diesel Engines Work
srinath.s
BHPian
Thank you, Sail, for the wonderful post.

So the engine displaces ~12942 litres!

Does it even matter?

Join Date: Oct 2014
Location: Chennai
Posts: 94
Thanked: 119 Times

(2) Thanks

22nd November 2016, 15:37 #4

Re: Explained: How Marine Diesel Engines Work
Rahul Rao
Senior - BHPian
Very nice. One thing I've noticed is that it is common to have odd no of cylinders in marine engines, with 5 &
Join Date: Dec 2013 7 very common.
Location: Pune
Posts: 1,092 Rahul
Thanked: 2,363 Times

(2) Thanks

22nd November 2016, 18:10 #5

Re: Explained: How Marine Diesel Engines Work
V.Narayan
Distinguished - BHPian
The very best of Team BHP. Thank you for the time and effort to pen this down for our benefit. Rated it a well
deserved 5 stars. These are mechanical marvels. I had no idea there was so much of cleaning of the oil
Join Date: Aug 2014 before ignition. - Narayan
Location: Delhi-NCR
Posts: 3,259
Thanked: 43,423 Times

(2) Thanks

22nd November 2016, 18:12 #6

Re: Explained: How Marine Diesel Engines Work
jasonblr
BHPian
Quote:
Join Date: Oct 2013 Originally Posted by Sail
Location: Bengaluru
Posts: 45 Although our main engine can deliver 41,700 bhp, but it has been de-rated (ECU remap) to produce
Thanked: 14 Times perfect balance of power, fuel economy & emission.

Did you say 41700 bhp - here we are wishing 100's of bhp in our engines. Nevertheless, this is a whole scale
larger - I always knew they were really big but this clear explanation of the magnitude is super huge. Thanks
for the wonderful write-up.

I am more curious to know how the navigation is done, is it all computerized and GPS driven or do you have
manual routes to follow?
(2) Thanks

22nd November 2016, 22:07 #7

Re: Explained: How Marine Diesel Engines Work
rangarx
BHPian
How I wish to work in these moving palaces called ships? It is an enigmatic feeling to read anything about the
naval vessels and the engines are the best part of them.
Excellent article about the engines. Thanks for sharing.

Quick question, who holds the biggest of marine engine business share?
MAN, Wartsila or Cat?
Join Date: Jun 2009
Location: Udumalpet / Che
Posts: 311
Thanked: 213 Times

(1) Th k
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8/5/22, 3:41 PM Explained: How Marine Diesel Engines Work - Team-BHP
(1) Thanks

22nd November #8
2016, 22:50
Re: Explained: How Marine Diesel Engines Work
Sail
BHPian
Quote:

Originally Posted by embee

Thanks for the nice detailed explanation of a working marine diesel engine!!Request you to put more visuals; if
you can.

Join Date: Oct 2016

Location: Sure, give me some time to source some more photographs. Targeted my post with-in 30 photos, will post some
GURUGRAM more.
Posts: 176
Thanked: 387 Times
Quote:
View My Garage
Originally Posted by Rahul Rao
Very nice. One thing I've noticed is that it is common to have odd no of cylinders in marine engines, with 5 &
7 very common. Rahul

Hi Rahul, good observation, but not always.

Depends on owner's speed requirement (as per market demands), and perfect combination of power / fuel
consumption. In general Suez-max tankers (up to 150,000 dead weight) there are six cylinders. Very large & super
fast container ships have twelve cylinders.

Quote:

Originally Posted by jasonblr

I am more curious to know how the navigation is done, is it all computerized and GPS driven or do you have
manual routes to follow?

Hi jasonblr,

This is what I liked about our forum! We are hungry for more information.

Mods Please excuse

Now all new ships are paperless, means it is not mandatory to carry any paper charts. We have ECDIS (Electronic
Chart Display and Information System). But we do carry some paper charts for critical / congested or bottle neck
areas. Older ships are now converting to paper-less with-in specific time frame as required by regulations. Now coming
to the GPS, yes it is a integral part of navigation now, all instruments are connected to GPS. Passage planning is done
on ECDIS, cross-checked & navigation executed on ECDIS. Most of the steering system are connected to ECDIS via a
option called "Track Control". If it is 'on' and she is on auto pilot, ship will automatically steer her-self as per the
planned route on ECDIS. But in general we keep 'Track Control' off, as it does not have any brain, it may alter course
towards a vessel or danger close by. Time to time in open ocean we try out this function.
One very vital aspect we need to understand here is that, Aircraft are controlled by ATS, but out at sea ships are
control by us or each other. Only some critical areas, like Singapore Strait, Dover Strait, in/out of ports, VTS (vessel
Traffic Service) control / monitor us. As a result complete automation is not yet possible.

Some generic photos of the system & ECDIS for your understanding:-

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(6) Thanks

23rd November 2016, 10:20 #9

Re: Explained: How Marine Diesel Engines Work
jfxavier
BHPian
Quote:

Originally Posted by V.Narayan

I had no idea there was so much of cleaning of the oil before ignition. - Narayan

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The Marine HFO being used in these engines while outside of Sulphur emission control areas (close to shore
where gas oil is used) is basically the waste product from the refineries after removal of all useful
components. It's blended with marine diesel for pump-ability.
The standard fuel used is so viscous (380 cSt at 50 degC), that it need to be heated up for the engine's fuel
system to be able to inject it. The normal viscosity as the point of injection after heating is about 12 - 15 cSt
(Diesel is about 1 - 1.5 cSt).
Obviously a lot of cat fines and other wastes get carried over from the refinery. More now a days as the
Join Date: Dec 2012
Location: Kollam, Kerala refineries are becoming more efficient.
Posts: 790 The centrifugal purifiers do an excellent job in separating the impurities from the fuel.
Thanked: 1,329 Times If the purifiers fail to do their job, the fuel system and the piston rings/ liners etc. can take severe damage in
a short time use.
View My Garage
There have been cases where all the fuel pumps etc. getting replaced due to poor fuel quality.

https://www.chevronmarineproducts.co...1a_DESKTOP.pdf
Last edited by jfxavier : 23rd November 2016 at 10:25.

(5) Thanks

23rd November 2016, 18:55 #10

Re: Explained: How Marine Diesel Engines Work
deovrat
BHPian
I doubt anywhere else on the web would we get such an elaborate narration by someone who actually works
Join Date: Dec 2014 with this stuff day-in & day-out!
Location: Ahmednagar, MH
Posts: 32 One of the very best posts/threads on TBHP
Thanked: 64 Times

(1) Thanks

23rd November 2016, 20:13 #11

Re: Explained: How Marine Diesel Engines Work
swapnil.awate
BHPian
Hi Sail,
Join Date: Sep 2016 It is awesome and informative read. The order of magnitude is incredible.
Location: Nashik I would like to know,
Posts: 66 1. Injection pressures of injectors? A typical CRDI injector of a car injects at ~1600 bar.
Thanked: 110 Times
2. What is the power source for turning gear, that starts the engine?

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23rd November 2016, 22:25 #12

Re: Explained: How Marine Diesel Engines Work
Sail
BHPian
Quote:

Originally Posted by deovrat

I doubt anywhere else on the web would we get such an elaborate narration by someone who actually
works with this stuff day-in & day-out! One of the very best posts/threads on TBHP

Join Date: Oct 2016

Location: GURUGRAM Dear Deovrat,
Posts: 176
Thanked: 387 Times
Thank you for your appreciation. A special thanks to my Junior Engineer Mr.Arun Samboji.
View My Garage
Quote:

Originally Posted by swapnil.awate

Hi Sail,
1. Injection pressures of injectors? A typical CRDI injector of a car injects at ~1600 bar.
2. What is the power source for turning gear, that starts the engine?

Hi Swapnil,

Regarding your queries, please note:-

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8/5/22, 3:41 PM Explained: How Marine Diesel Engines Work - Team-BHP
1. Injector pressure varies between 300 - 380 bar (with +/- 10 bar tolerance). Adjustment require as per fuel
oil analysis / recommendation.

2. Sorry, did not elaborate turning gear function. It is electrically driven and NOT required for starting the
engine. If you notice the very first picture of the post you will observe the flywheel is having gear teeth.
Turning gear moves close to the flywheel and engages with it. Primary function of turning gear is to rotate the
engine very slowly, at the same time lubrication of the system, cylinders, pistons etc carried out. So prior
staring the engine, it is in very healthy state. Secondly turning gear also used in inspecting various
component of main engine through scavenge ports or from the crank case. Just assume when the engine is
stopped, each piston, various bearings etc are in different position. By slowly turning the engine we can
achieve perfect position of each component for inspection/measurement/ monitoring.

Engine is started by compressed air (called control air), ranging from 15 - 30 bar by specially designed
pneumatic valves for each cylinders. Once the firing sequence is completed and crank shaft starts turning,
fuel is injected.

Brdgs
Sail

24th November 2016, 11:42 #13

Re: Explained: How Marine Diesel Engines Work
SKavuri
BHPian
Many thanks for the post!
Join Date: Jan 2010 I was involved in the engineering of FPSO (conversion from VLCC) topsides, but also get to interact with
Location: Hyderabad engine-room engineering team. First time I saw the engine specs, I was shocked to note bore dia of 900mm!
Posts: 118 I thought it was a typo!!
Thanked: 117 Times
Are you in the engineering of the systems or in operation/maintenance?
It would be interesting to know if there is any international standard for these engines other than from
classification society (ABS) standards?

24th November 2016, 11:46 #14

Re: Explained: How Marine Diesel Engines Work
SRINIDHI13
Newbie
Thanks for posting such a wonderful article. It couldnt have come at better time as I was preparing for a
Join Date: Jul 2016 seminar on 2 storke diesel engines
Location: Bangalore
Posts: 10
Thanked: 2 Times

(1) Thanks

24th November 2016, 17:28 #15

Re: Explained: How Marine Diesel Engines Work
Jeroen
Distinguished - BHPian
Thanks for sharing, very nice thread. I started my career in the (merchant navy) and ended up as Chief
Engineer. Quite some time ago, so I have never sailed with anything as modern as this here.
Join Date: Oct 2012
Location: Delhi Very interesting to see these developments. Couple of thoughts / add ons.
Posts: 6,664
Thanked: 32,974 Times
In my days, just about all merchant ships, even the ones running diesel engines had steam boilers as well. As
View My Garage you wrote originally most of the very large ships, in particular (super) tankers. (VLCC, ULCC) had steam
propulsions. However, the steam was also used/necessary to heat the large, i.e. crude oil in the holds!

On the diesel powered ships I sailed on we also had steam boilers for several purposes. It’s most important
purpose was to head the heavy fuel we used. The whole fuel system is heated, depending what kind of fuel
could be up to 80oC. Also, the fuel tanks had heater coils for the very same purpose. Next the boilers
provided heating of various other things, such as accommodation, provided steam for the laundry!.

On the ships fitted with slow speed 2 stroke engine, the boiler was often a so called exhaust gas boiler. The
exhaust gasses of the engine could be diverted through the boiler. When the main engine wasn’t running, or
not running under sufficient load, it used conventional burner to keep it going.

These sort of boilers were relatively simple. For heating purposes you don’t need superheated steam, so
pressures and temperatures were moderate compared to boiler systems used for (steam turbine) propulsion.

On some of the last ships I sailed on, we had so called themal boilers. Basically a thermal oil was heated in a
boiler and was pumped around to whatever needed heating. Pretty simple, much more reliable and very little
maintenance.

I would be interested to hear/learn what sort of heating systems are used these days.

No doubt the 2-stroke slow speed is the King when it comes to power. But don’t knock the current 4-stroke
medium speed engines either! The most powerful ones produce well over 55.000 Horsepower these days.

From a ship design point using a slow or medium speed engine is pretty fundamental. There is the obvious
difference in size. On a Supertanker or say a bulk carrier you can fit a slow speed engine right at the rear of
the ship where the superstructure is. But on say, a ferry, rollin/roll off or cruise ship a medium speed might
be advantageous as they are so much lower.

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Whereas the low speed engine will drive the propellor shaft directly the medium speed engine will always
require a gear box. Expensive!

Medium speeds engine run on heavy fuel as well, so they also need all the same fuel heating, treatment,
filtering system as the slow speed ones. Although, at least in theory, the slow speed one can take even
heavier fuel.

These heavy fuels do lead to higher maintenance, wear and tear. I have worked for several shipping
companies who went from heavy fuel back to regular fuel for all their medium speed engines. The additional
cost and some other issues, outdid the lower cost advantage of the heavy fuel.

You mentioned that you can’t just stop an engine from going full ahead to stop due to the (heat) stresses on
the engine. It’s true for any engine, but typically the bigger, the more of a concern this is.

On most vessels there will be different “full ahead”. There is a full ahead that is used during manoeuvring.
Safe to stop the engine, reverse, go forward etc. Then there is cruise full ahead. Basically you will have to
slowly increase RPMs to reach maximum and slowly decrease RPM’s back to manoeuvring full ahead.

To give you an example; On the last 2-stroke slow speed ship I sailed it took two hours to go from
manoeuvring full ahead to cruise full ahead. The difference:
- manoeuvring full ahead 85 RPM
- cruise full ahead 120 RPM

I remember one trip. We had left from Singapore and once we were done manoeuvring and there was
sufficient sea room the order was given to to 120 RPM. The 5th engineer was on watch. We were all in the
messroom. Now on this particular ship at 100RPM there would be a slight vibration and it would show in some
plants in the messroom. We noticed that the plants started to vibrate! So we run downstairs into the engine
control room, pushed the 5th engineer out of the way and reduced RPM’s. However within hours it became
apparent that major damage had already been done! We had to pull two cilinder linings. One needed
replacing as it was cracked. The other one, lucky for us, was not cracked but the seals for the cooling water
were damaged.

Interesting job, doing this on a pitching and rolling ship!

The steam ships took a long time to start up. But even on a diesel ship, especially with heavy fuel it could
take more than a day. If you started from a real dead ship, no electricity, no air, here is how it went:

You made your way into the engine room with torches. Always two people for safety with more people
standing by outside the engine room.

first things first, get some electricity going! That means you need to be able to start a dieselgenerator.
Usually these are started with compressed air.
If there was no air pressure left, first you have to either manually pump up a small air vessel. Start a small
diesel engine driven compressor. Use that to fill the main air vessels. Once you had enough pressure in the
main air vessels you can start a dieselgenerator and bring it on line. Until that moment you could have been
working in the pitch dark with only your torches.

Ones you have the generator on line, you will start to bring all other electrical equipment on line as well.
Depending on loading you might have to add more dieselgenerators.

In my days, the next thing is to start up the boiler, because you need steam to heat up the fuel, the lub oil
etc. So that could several hours. Once you have steam you bring the various systems on line. You start up the
fuel and lub separators, start circulating fuel and lub through the engines.

Fuel, lub oil, you might want to pre-heat cooling water too. It will take several hours for everything is up and
running at the correct pressures and temperatures.

In my days we did not have much automation. So it involved running around the engine room, climbing stairs
up and down, throwing switches, opening/closing valves etc.

Once the fuel, lub oil and cooling water have the correct temperatures you would start switching on their
respective main circulation pomp, check the heat exchangers, check pressures etc.

One hugely important function of the turning gear on the main engine you mention is to turn the engine one
full turn, prior to first start. Every cilinder head has a small valve fitted to it. These valves were opened up
during this turn. Whilst turning one of the engineer would check no water or lub oil would spew out! It really
ensured that the engine could turn freely and there had not been any internal leaks into the cilinder. If you
would start such huge engine with any liquid on top of the piston you would have major, major engine
damage upon starting!

So after the one turn by means of the turning gear, the turning gear would be disengaged, main air vessels
air starting valves would be opened and you would be ready to start main engine. There is several hundred
other details that need doing/looking after. But I hope it illustrates the complexity of starting up a large
vessel.

I’ll see if I can dig up some of my (very) old photographs on these engines.

Jeroen

Jeroen
(7) Thanks

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Page 2 of 3
24th November 2016, 18:33 #16
Re: Explained: How Marine Diesel Engines Work
V.Narayan
Distinguished - BHPian
Quote:

Originally Posted by Jeroen

Join Date: Aug 2014
Location: Delhi-NCR I’ll see if I can dig up some of my (very) old photographs on these engines.
Posts: 3,259
Thanked: 43,424 Times
Look forward to the photos. Thank you for sharing your experiences.

I would love it if a BHPian could write a similar thread/post on marine steam turbines.

Gas turbine parts at MD&A - Repair & Replace

turbine parts OPEN
MD&A offers gas turbine components, repairs, & upgrades at excellent service and prices.
mdaturbines.com

24th November 2016, 19:44 #17

Re: Explained: How Marine Diesel Engines Work
earthian
BHPian
Fascinating thread. Thank you Sail, for sharing this. And thanks to all others who pitched in with their
experiences. When you think about it, these engines would be quite inefficient ( as compared to modern
engines or turbines) since it is an open cycle.

Join Date: Jan 2016

Location: Ahmedabad
Posts: 596
Thanked: 2,054 Times

24th November 2016, 20:20 #18

Re: Explained: How Marine Diesel Engines Work
jfxavier
BHPian
I am presently working as Chief Engineer onboard VLCCs.
Have worked my way through ranks on motor and steam ships.

Would be happy to contribute my 2 cents if I know what it is about

To add to the info that "sail" wrote earlier,

Join Date: Dec 2012
Location: Kollam, Kerala Fuel injectors:
Posts: 790 The set pressure of 380 - 400 Bars are for setting the opening pressure for these slide valve type injectors.
Thanked: 1,329 Times The new common rail engines have a fuel pressure of 800 - 1000 bars in the rail. So the injection happens at
that pressure.
View My Garage

Turning Gear:
In addition to the internal inspection purposes, its an integral part of maintenance as well.
For eg. The removal of various bearings & piston etc. will need the crankshaft at certain positions for the tools
to be attached/ used.
Turning gear is the only means to bring the crankshaft to the desired position in a controlled manner.
Usually used with the indicator valves open on the cyl. heads. to avoid any pressure/ vacuum inside the unit
which is bound to overload the turning gear as it is usually a small electrical motor with a reduction gear to
multiply the torque required to turn the flywheel while engaged.

Quote:

Originally Posted by earthian

Fascinating thread. Thank you Sail, for sharing this. And thanks to all others who pitched in with their
experiences. When you think about it, these engines would be quite inefficient ( as compared to
modern engines or turbines) since it is an open cycle.

A specific fuel consumption of 170 g/(kW·h) would be common.

They are 2 stroke engines.

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8/5/22, 3:41 PM Explained: How Marine Diesel Engines Work - Team-BHP
These engines are unique because of the ultra long stroke that they use.
Typical Bore : 960 mm. : Stroke : 2,500 mm.
Power density would be typically 30 to 35 kW per tonne
Last edited by jfxavier : 24th November 2016 at 20:36.

(2) Thanks

24th November 2016, 20:26 #19

Re: Explained: How Marine Diesel Engines Work
earthian
BHPian
Quote:

Originally Posted by jfxavier

A specific fuel consumption of 170 g/(kW·h) would be common.

That would translate into a Heat rate of ?

Join Date: Jan 2016

Location: Ahmedabad
Posts: 596
Thanked: 2,054 Times

24th November 2016, 21:14 #20

Re: Explained: How Marine Diesel Engines Work
xs2mayank
BHPian
Absolute gem of an article with so much information. I was amazed by the sheer size of the Marine Diesel
engine. Never knew about it and never thought that engine can be of such a big size with such a
huge/complex control system to run and manage it.

Thanks for sharing !

Join Date: Dec 2015

Location: KA 09 / TX (US)
Posts: 45
Thanked: 27 Times

(1) Thanks

24th November 2016, 21:20 #21

Re: Explained: How Marine Diesel Engines Work
jfxavier
BHPian
Quote:

Originally Posted by earthian

That would translate into a Heat rate of ?

Heat rate is a term used in US and in turbine based installations.

However, when we talk about efficiency, a marine 2 stroke slow speed engine is one of the most efficient
Join Date: Dec 2012 prime movers out there.
Location: Kollam, Kerala
Posts: 790 Here is something that will give you an idea.
Thanked: 1,329 Times

View My Garage

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8/5/22, 3:41 PM Explained: How Marine Diesel Engines Work - Team-BHP

Typical fuel used in Marine applications will be having 40 MJ/Kg.

The engine would give a consumption figure of 170 g/kW.h. approx.
Hope that is clear enough.

Last edited by jfxavier : 24th November 2016 at 21:26.

(2) Thanks

24th November 2016, 21:35 #22

Re: Explained: How Marine Diesel Engines Work
Sail
BHPian
Quote:

Originally Posted by SKavuri

Are you in the engineering of the systems or in operation/maintenance?It would be interesting to
know if there is any international standard for these engines other than from classification society
(ABS) standards?
Join Date: Oct 2016
Location: GURUGRAM
Posts: 176 Hi SKavuri,
Thanked: 387 Times

View My Garage I work as Captain on Oil Tankers.

You are right. Maker of these engines have to comply with various IMO’s MEPC (International Maritime
Organization / Maritime Environmental Protection Committee) strict regulations. This is a vast subject, where
each and every engine component is subjected to a specific design / safety / quality / emission requirement.

Regarding classification of these engines, it is mainly decided by owner that which class they want their ships
to be classified. Class can’t over-rule any IMO guidelines, they add more stringent regulations on top of IMO’s
requirements in term of inspection, maintenance etc. So it means, each engine maker needs to design their
engines in line with IMO & IACS (International Association of Classification Society) recommendation. Hence
owner can opt for any classification society.

Hi Jeroen,

Thank you very much for your valuable feed-back. Few points to share:

1. On my last vessel, maneuvering full rpm was ‘46’ & at rpm ‘53’ we used get 13 kts speed on a fully laden
VLCC. Just imagine how powerful these engines are. Massive propeller size of 10.60 mtrs diameter has helped
a lot. While slowing down, at the end of one hour notice, just put the telegraph from 53 to 46 rpm at one go,
electronics will take care of everything. It means with-in few minutes you are ready to maneuver her. Rightly
you said, earlier days it used to take close to one hour for slowing her down from Nav Full to maneuvering
rpm.

2. Steam boilers are very much in use now a day, especially on tankers. All cargo pumps run on steam
turbine. EGB (Exhaust Gas Boiler) takes care of all steam requirements while at sea. Even main boilers are
also controlled electronically. It will work on its own as per steam requirements. Principal of cargo/bunker
heating remains same. Simple heating coils, designed to carry super heated steam & heat exchange process.
Some machinery component uses heated water coils for warming up. VLCC does not have cargo heating
system, due to huge amount of super heated steam requirements. It is not at all economical.
(2) Thanks

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8/5/22, 3:41 PM Explained: How Marine Diesel Engines Work - Team-BHP
25th November 2016, 07:56 #23
Re: Explained: How Marine Diesel Engines Work
jfxavier
BHPian
Quote:

Originally Posted by Sail

Hi SKavuri,
Steam boilers are very much in use now a day, especially on tankers. All cargo pumps run on steam
turbine. EGB (Exhaust Gas Boiler) takes care of all steam requirements while at sea. Even main
boilers are also controlled electronically. It will work on its own as per steam requirements. Principal
Join Date: Dec 2012
of cargo/bunker heating remains same. Simple heating coils, designed to carry super heated steam &
Location: Kollam, Kerala heat exchange process. Some machinery component uses heated water coils for warming up. VLCC
Posts: 790 does not have cargo heating system, due to huge amount of super heated steam requirements. It is
Thanked: 1,329 Times not at all economical.
View My Garage
All aux. heating steam is usually saturated steam or de-superheated steam in case of a super heater being
used for supplying super heated steam to Main turbines. I have seen superheater in a motor ship supplying a
turbine generator but it's not common. Usually all aux. steam is de-superheated or saturated, for obvious
safety reasons and for initial cost as well.
(2) Thanks

25th November 2016, 16:17 #24

Re: Explained: How Marine Diesel Engines Work
landcruiser123
Senior - BHPian
Thanks you Sail and Jeroen for all the information you've shared.
Join Date: Jun 2015
Location: Chicago, IL I just want to know whether Pony Engines were ever used for starting?
Posts: 2,903
Thanked: 6,540 Times

25th November 2016, 18:08 #25

Jeroen
Distinguished - BHPian
Quote:

Originally Posted by landcruiser123

Join Date: Oct 2012
Location: Delhi Thanks you Sail and Jeroen for all the information you've shared.
Posts: 6,664
Thanked: 32,975 Times I just want to know whether Pony Engines were ever used for starting?
View My Garage

Anything over a certain size is always started by air. Even smaller auxiliary engines of only a few hundred
horsepower were air started on the ships I have sailed on. Maybe it's different on ships these days, but I
don't think I have ever started a diesel on a merchant ship other then with air! Well, to be completely honest:
the engines in the lifeboats were hand cranked! We had to start them every month as part of maintenance.

Jeroen
(1) Thanks

25th November 2016, 20:30 #26

Re: Explained: How Marine Diesel Engines Work
jfxavier
BHPian
Quote:

Originally Posted by Jeroen

Anything over a certain size is always started by air. Even smaller auxiliary engines of only a few
hundred horsepower were air started on the ships I have sailed on. Maybe it's different on ships these
days, but I don't think I have ever started a diesel on a merchant ship other then with air! Well, to be
completely honest: the engines in the lifeboats were hand cranked! We had to start them every
Join Date: Dec 2012
month as part of maintenance.
Location: Kollam, Kerala
Posts: 790 Jeroen
Thanked: 1,329 Times

View My Garage The generators use Air motors for starting, in some designs.
Makes the cyl. head have one less component.
Main Engines always use air starting valves.
Compressed air of 30 bar pressure is let into the appropriate units to turn the engine in the desired direction
till it picks up on fuel.

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8/5/22, 3:41 PM Explained: How Marine Diesel Engines Work - Team-BHP

25th November 2016, 22:59 #27

Re: Explained: How Marine Diesel Engines Work
vibbs
Senior - BHPian
Quote:

Originally Posted by Jeroen

We had to start them every month as part of maintenance.

Jeroen

Its a weekly routine now a days unless things have changed in the last three-four years.
Join Date: Feb 2011
Location: SG
Posts: 1,122 @Sail.. Captain Saab welcome aboard! An ex-sailor myself here. Quit sailing in 2012. Would have been a
Thanked: 2,153 Times Chief Engineer now had I continued. Now a days I try selling services to the Marine Industry.

That's a good Paanch Saab you have there!! And a nice thread too. Stirred up quite a few memories.
Keep going will try to share some pics myself here.
(1) Thanks

26th November 2016, 00:34 #28

Re: Explained: How Marine Diesel Engines Work
Thad E Ginathom
Distinguished - BHPian
Quote:

Originally Posted by Jeroen

Well, to be completely honest: the engines in the lifeboats were hand cranked! We had to start them
every month as part of maintenance.

Dismally failed to hand crank a yacht engine once. We wore skin off our hands trying.

Join Date: Jun 2007

On the other hand, on another, actually larger boat, the single-cylinder engine was designed to be hand
Location: Chennai started: get the flywheel going, close the compression valve and Chug! Chug ... chug ... chug ... chug.
Posts: 10,266
Thanked: 20,949 Times

26th November 2016, 08:56 #29

Re: Explained: How Marine Diesel Engines Work
jfxavier
BHPian
Quote:

Originally Posted by Thad E Ginathom

Dismally failed to hand crank a yacht engine once. We wore skin off our hands trying.

On the other hand, on another, actually larger boat, the single-cylinder engine was designed to be
hand started: get the flywheel going, close the compression valve and Chug! Chug ... chug ... chug ...
Join Date: Dec 2012
chug.
Location: Kollam, Kerala
Posts: 790
Thanked: 1,329 Times The engines in Lifeboats are designed with easy starting even in cold climate in mind.
Now a days it's common to find Lifeboat engines without hand cranking mechanism.
View My Garage Two sets of batteries would do.

26th November 2016, 11:59 #30

Re: Explained: How Marine Diesel Engines Work
Jeroen
Distinguished - BHPian
Quote:

Originally Posted by jfxavier

Join Date: Oct 2012
Location: Delhi The engines in Lifeboats are designed with easy starting even in cold climate in mind.
Posts: 6,664 Now a days it's common to find Lifeboat engines without hand cranking mechanism.

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8/5/22, 3:41 PM Explained: How Marine Diesel Engines Work - Team-BHP
Thanked: 32,975 Times Two sets of batteries would do.
View My Garage
One could argue what is better and more reliable. Batteries need maintenance too. Starter, switches etc.

Jeroen

Page 2 of 3 < 1 2 3 >

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