Diesel Progress Oct. 1984

ocToBER 1984

N@RTIIH A\4ERftEANSDedicated To Engine Drive Systems Prolessionals

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Military Hardware

$35.00 PER YEAR'$4.00 PER COPY

Bepowering_orbuyinU q nevt'-boql?

Be sure you specify the right mqrine tronsmission.

Don'f buy too much ortoo litlle copocily foryour engine... but buy omorine tronsmission thot is

motched to your diesel.Buying too lorge o trons-mission is o woste ofmoney - too little ond youcon't effectively tronsmitthe ovoiloble horse-power, Twin Disc offers 44models with 77 rotioscovering o o continuousduty horsepower ronge ofup to 746 kW ('1000 hp).,,o model motched toneorly every high speed morine diesel builtin the world.

Now...more lhon ever...you need lotoilol your lronsmission lo your porliculoroperotion... so you need o full line ofengineered occessories such os PTO's,trolling volves, coupling flonges, heqt ex-chongers ond indicoting gouges. TwinDisc provides o full orroy of optionol oc-cessories.

Twin Disc olso offers two OmegoPower Control Morine Tronsmissions for

TWIN DISC, INCORPORATEDRoclne, Wl 53403, U.S.A. ...slsoBelglum, Englond, Soulh Afrlco,

Singopore, Hong Kong qnd Austrqllq

opplicoble instollotionsrequiring engine powerdividing ond/or vorioblepropeller speeds,

Be sure il's woron-led... it's no fun beingstuck with on "orphon" -

o tronsmission thot omonufocturer doesn'tfeel responsible for, TwinDisc offers o compre-hensive worronty policythof's competitive in theworldwide mo rketploce,

And you need re-plocemenl ports ovoil-

obilily ond service... if your tronsmissionshould breok down you need to get bqckto work in o hurry, You con't offord to woitfor ports to be shipped from thousonds ofmiles owoy, Twin Disc mointoins o broodnetwork of stocking Authorized Distributorsond Service Deolers with troined person-nel to get you going ogoin - fost,

It will poy you to consider oll the foctsbefore you specify o new morine trons-mission,

Requesl Bullelln 3'19.

lVe putnorsepowerto wcirk:

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crIT cosrs

Your Kim Hotstart winterization syst€m b th6 bost way to cut cosls byellminating aold stails - the major cause ol engine rvearl Kim Hotstad systemsop€rate lo'r penni€B a day; more than pay for themselves by reducing luel andoll cGtB, saving maintenancg and dwyntime. Order yours now.

Complete prahgetlng systgms ard thermostatic aontrols br engine coolanl,batteries, transmlseione, differentlals, lubricating and hydraullc oila. Available invarious wattages and votlageo'

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ffiffiMilotsf fftLel our 4l ycrn' cxpcrlcncr hclpyor wtlh thc rlght appllaallon olth6 b..t.qulpmcnt.

Tr'o Uttln',ltc ln Elglm Pf€i,f'd/ngP.O. Box 42 Spolteno, WA 99:ll0500r53t1"6171

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Avtron's Model K696 PortableLoad Bank... a compact 250 KWcapacity unit may be paralleledwith another K696 as a 500 KWload. Just one operator with astandard van or pickup can easilybring two load banks with 500 KWcapacity to the job site and testgenerators.

At large hospitals, commercialbuildings or institutions, the oper-ator can readily move his testingequipment into undergroundgarages or other confined areas.A 3/4 ton pickup (see illustration)can actually haul three K696 units.

The K696 Load Bank has digitalmeters (volts, amps) for easy

hrlahle

Banls...250 or 500 KW capacity with just one operator

operation, a recessed controlpanel with hinged cover and 1 KWresolution al 240 or 480 v, 3phase. Unit (less handles) is 44" Hx 25" W x 54" L. Optional units:1.) a 120 KW model WYE connect-ed with individual phase adjust-ment 2.) K696A an economicalslave load bank which operatesfrom meters and controls of theMaster K696 3.)300/600V units.

Manufacturing, lnc.

1 0409 Meech Ave., Cleveland, 0hio 441 05(21 6) 641 831 0


DIESEL PROGRESS North American

HEADOUARTERS13555 Bishop's Court

Brooklield, Wisconsin 53005, U.S.A.Phone: 41 41784-9177

Telex: 269564 PROGRESS BKFD

Robert E. Schulz PublisherRobert A. wilson Associate Publisher/

Edilorial DirectorJoseph M. Kane Senior EdilorMichael J. Osenga wanaging EditorPaul L. Johnson Technical EditorDavid H, Bode Feature EditorAnnabelle J. Heise Circulation ManagerPalricia M. May Advertising ManagerKarin O. Frederickson Production ManagerLisa R. Hendrickson Advertising Production

ManagerTypographer

Reprint N/anager

Reprints ol all arlicles are available.Direcl inquiries to th€

headquarter's address lisied above.

Western United StatesBruce W. Wadman, Consulting Editor

P.O. Box 688Solana Beach, Calil. 92075

Phone: 61 9/755-6751

Continental EuropeKlaus Kunberger, Director

Roberto Chellini, Regional I/anager/EditorDistelfeldstrasse 1 5

7250 Leonberg (Stuttgart)Federal Republic of Germany

Phone: 071 52121 053-54felex:7245747

Branch Oflice ltalyRoberto Chellini, Regional Manager/Editor

Maria Chellini, Oftice Manager19. Via Fratelli Bronzetti

50137 Firenze, ltalyPhone: 055/60 85 36

United Kingdom & ScandinaviaRussell Palmer. Director

John [/oon, European Editor19 Buckingham Street

London WC2N 6EW, EnglandPhone: 01 -930-6531

Telex: 263 639 RUSPAM G

JapanSeio Abe

Toyoda lnternational Sales, lnc.3-17, 3-chome, Kudan Minami

Chiyoda-Ku, Tokyo, JapanPhone: 265-1 981Telex: TK 4735

ColumnislsAl Wrigley, Automotive Editor, Niletalworking

News, American Metal Nlarket

Field Editors

Elizabeth A. DixonChris Stephan

Milton RibackEdwin DennisMark Clevenge.

New York, NYHialeah, Fla.

Seattle. Wash.

MEMBER OF BUSINESS PUBLICATIONSAUOIT OF CIRCULATION, INC.

Published Monthly by Diesel & Gas Turbine Publica-tions, 13555 Bishops Courl, Brooklield, Wl 53005,U.S.A. Subscription rales al $35.00 ior U.S.A. All olhercounlries $40.00 per year. Second class postage paidat Brookiield, Wl 53005 and at additional Post Offices.Copyright 1984 DIESEL & GAS IURBINE PUBLICA-TIONS DIESEL PROGRESS NORTH AMERICAN iS

available in microlilm editions from UniversilyMicrofilms, lnc., Ann Arbor, t\.41

Postmaster: Please send change ol address inlorma'lion to: Circulation Manager, Diesel Progress NorlhAmerican, 13555 Bishop s Court, Brooklield, Wl53005

D[trStrLNO@RTF{ AN4ERIGAN$

ocToBER 1984

Mobile Power ProgressTest & lnstrumentation ProgressPower Train ProgressEngine Technology Progress . .

Diesel ServiceOil & Gas ProgressEngine Packaging Prog ressEngine Accessory Progress ,

Power Generation ProgressADS News

Power Systems Dateline 9Power Systems Business 56Power Systems Products 59

Advertisers'lndex

lssN 0744 0073

1o 58:62,64,?2

14

16,48oo.oo

.54. ot

666770

Power Systems Literature 68Power Systems Marketplace . . 70Power Systems Newsmakers 71

1a

Volume L, No. 10

lmagine developing a propulsion system for a vehicle to be fielded in the1995-2000 time frame. This is what TACOM, the U.S. Army AutomotiveTank Command, is working on these days. The propulsion system is in-tended for a main battle'tank that would eventually replace today's M-1 .

TACOM has set ambitious goals for its AIPS Program, also known as Ad-vanced lntegrated Propulsion System.

Market Decisions: TACOM's AIPS: Propulsion For The Year 2000. . .18Twin Disc Rebuilding Military Vehicle Transmissions . 22Prime Power Gen-Sets Dig Automated Aggregate 26Dl Diesels For Smalllrucks 28The Changing Rules For Packaging Military Gen-Sets . . 32Custom Vehicles Rely On Standard Driveline Components 40Standing By For The City Of L.A. 45Military Contractor Broadens Development Base . 50

p.26

IE6SA

1,*:MEMBERS OF

p.18

p.45

ocToBEB 1 984

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T...wrTH srnwnnr eE srnyENsoN

STANDBY POWER STSTEMS.Loss of powe r, loss of life. It's an every day possibility for the unguarded.That's why Back-up Power Systems from Stewart & Stevenson are vital tothe ope ration of medical and health Healthcare Centers.The need only begins the re. The safety of occupants of office buildings,hotels, high rise condominiums, sports ce nters and other large-crowdfacilities must also be guarded.Stewart & Stevenson Back-up l-nergy Systems add that protection byrestoring power within seconds after normal power is interrupted. Atthe heart of the system is a dependable General Motors Detroit Diesel,the world's most reliable prime mover.

As the world's largest distributor of Diesel power and a world classmanufacturer, Stewart & Stevenson is uniquely equipped to design,install and maintain the precise system to fill your requirements.Leasey'Rental plans that require no cash or capital investment are alsoavailable to credit approved customers.Write or call today for complete information on a Stewart &Stevenson Standby Energy System. It's dependable and backedby our proven around-the-clock seruice so that you will neverhave a dark moment.

FAMOUS FOR PARTS & SERUIGE AROUI{D THE WORLD.STEWARI&SIEVENSONSERVICES, lNC.WorldHeadquarters,PO.Boxl63/,Houslon,TexasT/251 1637 (/13) 8687/m.Branches Beaumonl.CorpusChnsl.Dallas.Lubbock.Odessa, San Antonio, San Juan, Wichita Falls, Texas, Denver, Colorado Forergn Oiices f]aracas, London, Maracarbo, Srnqapore, A Kohbar, Saud Araba

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) 1\

Young. I*ISNQI.WEL$ Ra.

diators are made "tough"!They have to be.. .theyVebeen put to the test bythe

. rpuryS":P@"radiator, talk to Yqr-lng.Betteryet, if you need anyqualitg cooling compo-

thousands in some of the roughest applica-tions possible. From hard-rock mining to energyeryloration to jolting all-terrain militaryvehicleapplications. And much more.

MONO-WELD Radiators feature unique,Young-developed tube-to-header joints andtough, bolted construction for leakproof per-formance. They're available with one-piece orsectional cores and can include a deaerationsystem in top tanks.

nent... air or liquid cooled... standard or specialdesign...for mobile or stationary applications,checkwith us. Write, or call: (414) 63$1010.

MONO-1iIELD Construction Features1. Specially constructed deaerating top tank2. Gaskets, tie rods, bolts. 3. Extra heavy steelside members. 4. Heavy-duty, efficient heattransfer core with double lockseam tubes forextra strength. 5. Bottom tankand accessories.

Young Radiators are used where the going is toughl

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83

Finally, atotallyreliable regulator

Since Edison's first "dynamos," thesophistication and reliability ofgenerators has skyrocketed to today'ssuper-efficient, self-contained sets thatoperate lor years without trouble underthe world's worst conditions.Far slower has been development of thebasic generator control - the voltageregulator. Really a three-step processfrom the original, failure-prone electro-mechanicals, voltage regulators are onlynow realizing ultimate reliability.

Solid Stale: lhe lirsl stepSubject to continuing wear and tear ofmoving parts, regulators first took a leapforward in reliability in '1959 with introduc-tion ol the lirst solid state components,in Basler's pioneering SR series.

Most ol wearout effect was eliminatedwith those first solid state units.

Fewer parts: the second stepln 1981, Basler again advanced the stateof the art-slashing vulnerable parts 350/oand shrinking size by 500/o-with intro-duction of the XR-2000 series.

Delivering l/ao/o ?ccurdcl and a *100/ovoltage range, Generation ll regulatorsemployed the Mean Time BetweenFailures approach - designed to limitthe failure potential through fewer, morerugged parts that could take electricaland thermal stress far longer than eventhe best contemporary solid state units.

The search lor the ultimateWith electrical and thermal stress mini-mized, we went to work on the remainingchallenge- environment.

Basler Reports to the lndustry

We listened to what engineers anddesigners told us they needed. Thenapplied the best brains in the business inour advanced CAD-supported R&Dprogram to produce the f irst totallyreliable regulator.

Generation lll: environmental reliabilityThe result: a25/a" x4" voltage regulatorwith only 67 parts, totally insulated fromshock, vibration and environment. Thenew Basler VR63-4. Truly solid state.Truly reliable.

No moving parts

The VR63-4 has no moving parts, norelays and only one simple adjustment.

Housed in an unbreakable Noryl@ con-tainec the Basler VR63-4 is sealed andprotected by so/id epoxy-no environ-mental factors can intrude. Ever.

Tested under waterln fact, in our search for failure-freeoperation, we plunged the VR63 into abeaker of water and let it operate lora month. No malfunction. We dropped it.Kicked it. Jumped on it. Threw it againstthe wall. No malfunction.Then we field-tested it in the world's worstapplications * even more unf riendly thanyou can imagine. No malfunctions.

Always the state ofthe art in solid state

1KW to 50KW capacityOur revolutionary VH63-4 is lor 1-50KWbrush-type or brushless sets-in any typeenvironment. lt delivers a steady t10loregulation, at all times, in any condition.It delivers 1.S-cycle response, low EMl,and -40" to 140'F ambient operatingtemperature range - consistently.

Though there are 17 fewer parts than anyother regulator we've ever olfered, thefiring circuit offers the latest technology.And the VR63-4 has built-in overexcitationshutdown as a standard feature.

Test it soonWe believe this is the most significantregulatoradvance we've made in 25 yearsof pioneering. So much so that we arereadying a second regulator series formedium and large generators. Withaccessories, too. All with the sametrouble-f ree performance.

Before you finalize your next set plans,look at the revolutionary new BaslerVR63-4-the world's first truly trouble-free solid state voltage regulator. You'llchange your mind about everything youever knew about regulation.

Call one of our application engineers orsee your Basler representative. Soon!

BBasler ElectricBox 269, Route 1€, Highland, 1L62249 U.S.A., (618) 654-2U1

SPEClFlCATl0l,lSBasler VR63-4

0imensions: 2.65" x 3.925" x 1.3"

0ulput raiing: 63Vdc @ 44 continuous

Begulating range: 170-264Vac, 50/60H2

Accuracy: t1%Temperature range: -40'to +60'C

Shock capability: withstands 20 Gs

Vibration capabilily:1.3 Gs {rom 2lo27Hz:.036" double amplitude @ 27-52H2; 5 Gsfrom 52-1000H2.

Additional dala: Frequency compensated;Solid-state buildup; 0ver-excitationsh utdown.

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TmaEnp@vv@llP''a new name in gen setsfrom a quality name in vrrclding.ln the field you need electrical power on instant demand... and continuously.

Power to drive tools, power to light the work site all night, power to heat orrefrigerate, and power to run motors.

The same high quality and dependability you've learned to expect fromMiller engine driven welding generators is now available in the new line ofTrailpower generator sets. Select from models with power capabilityfrom 5 KVA to 25 KVA. They are driven by either diesel orgasoline air-cooled engines, in single or three phase output.

Get FREE complete technical literature. Check the reader service number below,or write direct to Miller Electric Mfg. Co., PO. Box 1079, Appleton, Wl 54912.

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POWER SYSTEMSDATTEL[N$E

Nov. 8-9:

Nov.13-15:

Nov. 27-30:

Dec. 2-6:

Dec. 3-6:

Jan.24-27:

Jan.26-29:

NOVEMBERGarden lndustry of America Conference &Trade Show, Anaheim Convention Center,Anaheim, Cal ifornia, (61 2) 37 4-5200.Turbomachinery Symposium, Shamrock Hil-ton, Houston, Texas, (409) 845-7417.22nd Recreation Vehicle lndustrial Associa-tion Show, Kentucky Fair & Exposition Cen-ter, Louisville, Kentucky.

DECEMBERlnternational Fluid Power Exposition, McOor-mick Place, Chicago, lllinois, (312) 299-3131 .

Society of Automotive Engineers Truck & BusMeeting, Hyatt Regency, Dearborn, MichFgan, (412) 776-4841.

I 985

JANUARYlnternational Work Boat Show, Superdome,New Orleans, Louisiana, (504) 893-2930.Associated Equipment Distributors Condex,Sheraton Washington, Washington, D.C.,(31 2) 6s4-0650.

FEBRUARYMiddle East Electricity and Electronics Ex-

hibition, Jeddah Expo Center, Saudi Arabia.American Rental Association Show, AnaheimConvention Center, Anaheim, California,(309) 764-2475.Agri Action 85 - California Farm EquipmentShow and lnternational Exposition, Tulare,California, (209) 688-1 751 .

MINERIA - Mining Equipment Exhibition,U.S. Trade Center, Mexico City, Mexico,(e05) 5e1-01 55.Energy-Sources Technology Conference &Exhibition, Loews Anatole, Dallas, Texas,(214) 247-1747,Miami lnternational Boat Show, Miami BeachConvention, Miami, Florida, (305) 666-0661.Society Automotive Engineers lnternationalCongress & Exhibition, Cobo Hall, Detroit,M ichigan, (41 2) 77 6-4841 .

Electrical Generating Systems Association20th Annual Convention, Caesar's Palace,Las Vegas, Nevada, (305) 755-2677.

Feb. 2-6:

Feb,10-14:

Feb.12-14:

Feb. 1 2-1 5:

Feb.17-22:

Feb.21-27:

Feb. 25-March 1:

Feb. 26-Mar, 1:

ocToBER 1984

for OEM quality andresponsNe seruce onDelaval turbochargers,

call

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dComplete repair serviceof Delaval Turbochargersto original design, withrapid turnaround.

dfactory warranty on allparts and labor.

r-lF B3,tilTe'GaTRANSAMERICA DELAVAL INC.Deltex5710 Ransom - P. O. Box 12878Houston, TX77017Telex:76-2497

{urg" inventory ofhigh-quality parts forimmediate shipment.

/Mecnanical andperformance testingavailable.


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MOBILE POWER

Silence Golden For Ocean Surveillance Vessels

Quiet operation is important in anyengine powered system. But for the de-

signers of the U.S. Military Sealift Com-mand's new T-AGOS vessels, the damp-ening, interruption and deadening ofsound and vibration, was not only desir-able, it was the central feature in the ves-

sel's operation.The l2 ships that will be involved in

the project are floating acoustical listen-ing stations designed to obtain oceanacoustical data. The principal missionfor the ships is referred to as SURTASS(Surveillance Towed Array Sensor Sys-

tems). The extra efforts to quiet noiseand vibration are to insure that theship's own noise does not interfere withits mission of acoustical data gathering.

The boats are being built by Taco-ma Boatbuilding Co., Tacoma, Wash.under a $199 million contract awarded inSeptember, 1980. The vessels have 1500gross ton hulls that displace 2285 longtons. The vessels are 224 ft. LOA;204ft. LWL; 20 ft. deep from the maindeck; and have a 15 ft. draft on designwater line.

The battle to reduce noise and vi-bration started with the engine propul-sion system. To avoid the cog noise ofreduction gearing, the designers chose a

diesel,/electric power scheme.

Four, 600 kW generator sets, pow-ered by Caterpillar model D398 diesel

engines driving Kato generators providethe power for the vessels. The system

was supplied as a package by NC Ma-rine, the Caterpillar distributor in Seat-

tle.The generator sets power two, Gen-

eral Electric d.c. propulsion motorsthrough the SCR (silicon controlled rec-tifier) system.

The generator sets are mounted onsound isolating foundations or both rub-ber shock mounts and heavy steel blocksto provide mass to dampen vibrationtransmission, Machinery spaces are fur-ther insulated with Isodamp to reduceacoustic and vibration transmission.

The design of the propellers, how-ever, accomplished the most significantnoise reduction. Each pair of the 8 ft.,four bladed fixed pitch propellers oper-

10

Ifte USNS Stalwart was the leod ship of the T-AGOS-l clsss vessels being built for the U.S.Navy by Tacoma Boatbuilding in Washington. The vessels will be operated by the MilitarySealift Command with a civilian crew, but will tow acoustic listening systems. Propulsion is via adiesel/electric system with a Caterpillar/Kato generotor sel supplying power lo Generol Electricd.t'. propulsion motors.

ates virtually cavitation free at the tow- multi-year procurement program was

ing speed of three knots. The propeliers the USNS Stalwart. Subsequent vessels

were designed by Bolt, Beranek, and of the T-AGOS-I Stalwart class so farNewman, Inc., Cambridge, Mass., and named include the Contender (2), Vin-built by Nakashima Propeller Co. of Ja- dicator (3), Triumph (4), Assurance (5),pan, represented in the United States by Persistent (6), Indomitable (7), and Pre-the Matsui Corp. vail (8).

The first ship delivered in the 79-82 Once outfitted, ships sail to theWest Coast headquartersof the Military SealiftCommand in Oakland,Cal., for installation ofthe SURTASS surveyequipment by the Navy'sElectronic Systems Com-mand.

The diverse electricaldemands of the ship andits systems require a com-plex of electrical genera

tion facilities. The maingenerating plants, sup-plied through NC Marine,involve the Cat D3988

Primary power m the T-AGOS vessels are from four, 600kW,600 V o.c. diesel generators feeding a common bus.Cat-erpillar 3988 diesels are direct coupled to Kato generators.

engines directly connectedto Kato (TBD), 1200 rpm,three-phase, 60 Hz, aircooled generators putting


out 600 kW continuous, 600 V a.c. at a0.7 lagging power factor. Two of thefour generating plants drive the d.c.motors at any one time. Generators feeda common high voltage bus and alsoprovide the ship's service power througbthree, 500 kVA, 600/450 V stepdowntransformers from General Electric. A450 V shore power interconnect servesthe ships dockside.

The main D398B diesels were sup-plied complete with air cleaners, crank-case vent emission filters, crankcase reliefvalves, manual shutoff controls, sea-

water-to-jacket coolers, fuel and lube oilfilters, speed governing systems, watercooled exhaust manifolds, marine oilpans, seawater after coolers, turbochargers, mufflers, gauge boards and lo-cal controls, and air starting systems.

Heat exchangers used in the vessels

include models F502-EY-2P and F503-EY-2P from Young Radiator. The en-gines are served by MAPX-204 lube anddiesel oil purifiers from Alfa-Laval. Ro-per Pump Co. provided the 3717 GH-BRU fuel oil transfer pumps and Lear-Siegler the 3/4-S-CV lube oil transferpumps.

The General Electric propulsionswitchboard, which includes thyristorconverters, comprises a single system ina free standing metal enclosure. Circuitbreakers and bus switchboard are ratedat 600 V, three-phase, and 60 Hz. Theoverall switchboard complex serves maingenerators, propulsion systems, majortransformers, high voltage bus, ship'sservice system, emergency power system,and both 60 Hz and 400 Hz supply sys-tems. Isolated power for SURTASS, in-ternal communications, and other elec-tronic systems is supplied by engine gen-erator sets through the 60 and 4N Hzboards.

The emergency generator is drivenby a battery started Cat 3408 engine.Stored Energy Systems suppliedCCS-24-12 and CC-S-24-25 batterychargers aboard. The 250 kW, 312.5kVA generator provides 450 V a.c. pow-er at l8(X) rpm.

Kato also supplied additional 200kW and 15 kW generators for the ves-sels,

The two General Electric DL-58X170535 d.c. ship's propulsion mo-tors have continuous ratings of 800 shp

ocroBER 1984

The control console in the wheelhouse of a T-AGOS vessel was being completed as the shipneared its first sea trials. Raytheon radars fl-ank the central control console.

at 750 V and 185 rpm in either direction.The motors are cooled by a motor drivenair blower and a top mounted air-to-sea-water heat exchanger with non-ferrousdouble tubes.

Each propulsion motor armaturecircuit is coordinated with the thyristorconverter gate suppressor to avoid feed-back of regenerative power to the 600 Va.c. bus in excess of what can be ab-sorbed by the generators. This elim-inates the danger of activating the over-speed trip of a main diesel generatorwhen ship's service loads are light.

The motors' forged shafts are

flanged to mate with the 50 ft. pro-pulsion shafts. Tacoma Boatbuildingsupplied the propulsion shaft brakes.Thrust bearings incorporate radial car-rier bearings. Pedestal bearings are selfaligning and the foundations are insu-lated f'rom the ship to prevent shaft cur-rents. Waukesha Bearing Corp. suppliedMark II Series stern tube bearings andseals.

The bow thruster, a BT-550 Har-bormaster unit supplied by the Mathew-son Corp. operates in an athwartshiptunnel forward. The bow thruster is

driven by a 550 hp electric motor, alsodrawing power through a dedicated SCRunit.

Temperature sensors are embeddedin the propulsion motors' armature cir-cuit windings and installed at the aircooler outlets. Temperature sensors are

applied to each bearing. Strip heatersprevent condensation in motors duringshutdown.

Main diesel generators are startedlocally in the main generator room. En-gine controls for automatic starting areprovided by Simplex, Inc. The main.pro-pulsion plant is brought to standby man-ually with the required main generatorson-line. While the generator and motorrooms are unattended on a 24-hour ba-sis, a crew staffs the Main Control Sys-tem (MCS). This is the central operatingstation for the monitoring, recording,and controlling of propulsion, auxiliary,and diesel generation systems. However,once main propulsion plants are onstandby, the vessel can maneuver fromstandby to maximum power ahead orastern from all three of the vessel's con-trol stations.

General Electric supplied the MCSconsoles and 450 V switchboards, withSquare D providing the Class 8901 auto-matic transfer switch. Consoles in the pi-lothouse, with its 360'view, offer con-trols for the propulsion machinery, bowthruster, and steering gear. Steering con-trols for the Wm. E. Hough Co. electro-hydraulic steering systems are suppliedby Sperry Marine Systems. The steeringsystem uses hydraulic actuators, withmechanical linkages between rudders.

Bow thruster control resides in sin-gle levers in the pilothouse and theShip/Winch Control (SWC) station.

Machinery monitor alarms show upln the MCS, SWC, and the pilothouse.CRT monitors in the pilothouse displayclosed circuit views of machinery spaces.

In addition, monitor alarms are wired toengineers' staterooms and officers' andcrews' messrooms.

Delaval Gems Sensors Division sup-plied tank level indicators. Separationand Recovery Systems provided the Sar-ex Model VGS-2 oil,/water separatorwith Sarex BA-l bilge alarm.

The SURTASS towing system, con-trolled from the SWD aft overlookingthe working deck, involves a stern chute,a levelwind unit for the array cable, anda 6000 lb. pull winch beneath the SWC.The winch, while operated normally by ahydraulic unit, can be driven by an elec-

tric backup unit in an emergency. Acous-tic signals picked up by the towed hydro-phone array are broadcast from theSURTASS operations center aboardover SATCOM antennas to shore sta-tions for display and analysis. *

- Mark Clevenger -11

TEST & INSTRUMENTATIONRtrSSD

t- R](OXG

Water Dispersion Technique For Testing Separators

Diesel fuel filter,/water separatorshave become a popular product in thediesel engine industry. It is a productarea that is receiving strong continuingdevelopment and along with it, an in-creasing amount of research is beingdone on the behavior of water in dieselfuel under various engine operating con-ditions.

It is important to create laboratorytest procedures that will permit the mosteffective analysis of what is happeningto water in diesel fuel.

Racor Industries, and Wally Stoneand Steve Hardison, Racor research en-gineers, have developed a new techniquefor improving laboratory test proce-dures. It is a water dispersing techniquethat is designed to assure that waterdroplet sizes can be maintained withinspecifications that will permit the ac-curate analysis of filter/water separatorwater removal capabilities.

The following are excerpts of Stoneand Hardison's presentation on "Anal-ysis of a Water Dispersing TechniqueFor Use In the Fuel Suction Side CoarseDroplets Removal Test Procedure".

In summary of this research pro-gram at Racor, Stone and Hardison feltthat previous procedures were inade-quate for generating functionally consis-tent water droplet diameters over a widerange of test flow rates. Replications atsimilar flow rates using previous dis-persing techniques have been consistent,but difficulty may have arisen whentesting droplet size sensitive media atproportionally scaled up flows from de-velopmental work at low test flows.

A range of water velocities throughan array of dispersing needles was util-ized which reduced droplet size variabil-ity due to fuel velocity past the dispers-ing needle.

It was shown that mean droplet sizedoes vary with water velocity throughthe water dispersing needle. This varia-bility is functionally acceptable withinthe limits of 4.7 to 7.0 m,/sec. velocity,the Racor study claimed. Fuel velocitypast the water dispersing needle also in-fluences mean droplet size although onlymarginally when the critical velocitythrough the needle is achieved. The cur-rently proposed method specifies fuel

12

velocity past the dispersing needle at0.75 to 1.50 m/sec.

To adapt the above discoveries to apractical modification of previous coarsedroplet test procedures, water dispersing

'needle velocities of 4.7 to 7.0 m/sec wereused to define standard needle diametersat various test flow rates to 20 gpm.

A modified suction side coarsedroplet water dispersing procedure is

now recommended by Racor engineersfor reducing droplet size variation due totest flow variation. This test procedurewould be similar to previously proposedsuction side test procedures except thatone would maintain an array of standardhypodermic dispersing needles whichcould be used in the test flow ranges ofinterest. *

Applications curve of stondard dispersing needle diameters at various test flotv rstes has beendeveloped to allow the choosing of a standard needle diameter to produce water droplet meandiameter populations of approximately 180 to 260 microns for any test flow rate. This providesconsistency in developing test dota.

DISPERSING NEEDLE SIZE AND GAUGE FOR O.2O GPM TEST FLOW

.020

NEEDLEINSIDE

DIAMETERINCHES

.015

Af 4.7.7.0 M/SEC VFLOG|TY THBOUGH NEEDLE

(ASSUMES 0.25% WATER ADD RATE)

FOB 4.7 M/SEC lD = WF (0.000007021

FOB 7.0 M/SEC lD = WF (0.00000471)

WF = WlrEn FLOW (MUMIN) - TEST FLOW GPM (9.46)


POWERTRAIN

Shaft Coupling For Marine Propulsion

An "unconventional" shaft couplinghas been credited by Pacific Northwestboat builder, Dakota Creek Industries,Inc., with saving shaft installation timeand rnachining costs, holding couplingmaintenance to a minimum and simpli-fying machinery room layout.

The coupling involved is SKF's OKunit, manufactured by the Coupling Di-vision of SKF Steel, Inc., Avon, Conn.The coupling's range includes shaft di-mensions from 25 mm to 1000 mm (l in.to 39.4 in.).

Dakota Creek Industries uses SKFOK1T0HB couplings in the manufactureof its commercial marine vessels rangingfrom 50 ft. to 200 ft. Reports DakotaCreek President Dick Nelson, "We pre-sently save 5090 of our machinist's timeduring installation because the couplingshave no flanges; don't need nuts, boltsor keyways and eliminate the need forthrust rings." Machinery room layout issimpler because split bearings are unnec-essary, and the OK coupling uses less

space than a flange, Nelson said.A look at the Aldebaran, a recently

launched trawler built by Dakota Creekfor commercial fishing company Alyes-ka Ocean, Inc., of Anacortes, illustratesthe OK coupling's use by Dakota Creek.The Aldebaran features three OKIT0HBcouplings and two OKFIT0HB units, thedifference between the two being thatthe OKF is a flanged unit.

Powered by a single eight-cylinder,turbocharged EMD model 8-645E7Cdiesel marine main engine rated 1140 kW(1525 bhp) at 900 r/min, the steel-hulledAldebaran is 40 m (l3l ft.) long with a9.8 m (32 ft.) beam and 5 m (17 ft.)depth.

The engine drives a single Hundested2200 mm (86.6 in.) diameter, control-lable pitch, four-blade, aluminum-bronze propeller through a Falk reduc-tion gearbox with 2.758:1 ratio, and thehydraulically operated Hundested c-pcontrol unit. Cruising speed ofthe vessel

is 12 knots.Aldeboran's propeller shaft is low

in the hull to provide more cargo spacetopside. The couplings connect the two20 ft. long x 7 in. diameter, and one llft. long x 7 in. diameter steel shafts to

14

Buih by Dakota Creek Industries ond powered by an EMD model 8-64587C moin engine ratedll40 kW at 900 r/min; the trawler Aldebaran left on her maiden voyage to Alasko in January1984.

One of Aldebaran's three SKF OKIT0HBcouplings. SKF OK couplings are used toconnect the propeller shaft line's various sec-tions. Reports Dakota Creek President DickNelson, the couplings permitted a reducedshaft diameter, up to 25Vo savings in machin-ing costs, and have proven to be dependobleand effective with low maintenance.

each other, and to the gearbox output,and c-p unit input, plus connecting theI I in. diameter tail shaft to the c-p unit'soutput.

The entire shaft line was installedthrough the stern-tube, and according'toNelson, eliminating keyways meant a re-duced shaft diameter and as much as

2590 savings in machining costs.The SKF OKITOHB coupling has a

thin inner sleeve with an external taper;the outer casing has a correspondinglytapered bore. The bore diameter of theinner sleeve is larger than the diameter ofthe shafts, allowing the coupling to slideover the shaft joint.

Actual connection is made when theouter sleeve is pressed up over the ta-pered sleeve with the aid of oil underpressur€. The oil is drained away whenthe outer sleeve reaches its correct posi-tion, and an interference fit grips theshafts. Torque transmission capacity is94,000 ft.lb. *

- Dave Bode -DIESEL PROGRESS Norlh American

ocToBER 1984

EIIITER 3814 ot{ READER SERI,ICE CARD

15

ENGINE TECHNOLOGYRESSD]- Rl(o)G

Design Ghanges Highlight Detroit Silver 53 Engines

ing. In this way the parasitic horsepowerof the blower is reduced, resulting in re-duced fuel consumption and improvedperformance.

"Our major objective in applyingthis technology to these engines was toachieve improved fuel enonomy," saidMerrion. The improved combustion ef-ficiency is a result of a two year en-gineering program. Merrion explainedthat among other things, DDA engineersreshaped cylinder liner ports and modi-fied injector timing in order to improvethermal efficiency. In terms of brakespecific fuel consumption, DDA's tur-bocharged 4-53Ts, for example, show al59o improvement over earlier naturallyaspirated 4-53s and 890 over earlier4-53Ts.

"We didn't just increase horsepow-er and fuel efficiency and let it go atthat," said Merrion. "We examined theSeries 53s carefully, then took steps toredesign components to strengthen themand make them more efficient." Designchanges in this area include the cross-head pistons with wider fire rings andbarrel faced compression rings, Teflonrear crank seals, die cast rocker coversand improved fuel connectors. Otherimprovements are in the blower drive

Detroit Diesel NlisonSilver 53 Engine Ratings

Model Max. Rrting Cont. peak

bhp @ rpm Rating Torqueur,p o .p.

efrpf,l,3-s3T ll0 @ l5{n u9@|ffi3-53T t25@2fi0 lm@zm zu@tffi}s3T tq @25m+53T 150 @ 25{n

3r7 @ 1600

352 @ rs00

DDA has announced design changes in itsSeries 53 diesel engine family; and is nowcalling the group the "Silver 53s."

Detroit Diesel Allison has announcedengineering changes to its line of indus-trial and off-road Series 53 diesel en-gines. The design changes and improve-ments have resulted, DDA said, in theline now carrying the label "Silver 53s."A silver paint scheme will identify theengine series.

According to David F. Merrion,DDA general director of engineering,"the Silver 53s incorporate many newtechnologies. We're bringing to the mar-ketplace a series of established enginesthat, thanks to some very technologicaladvances, are now more fuel efficient,quieter and have more horsepower."

According to DDA engineers, theheart of the Silver 53 technology is theDetroit Diesel crosshead piston, com-bined with the advanced air inductionsystem and combustion improvements.

Merrion points out that an essentialingredient in the engines is DDA's airflow technology. The technology utilizesa blower bypass system and advancedturbocharger design. Once the turbo-charger is up to speed, a valve opens,permitting air to bypass the blower, andthe turbocharger then supplies all the airnecessary for combustion and scaveng-

16

zl-53T l6s @ 25m tffi @ zffi 388 @ 1500.l-53T lE5 @ ls{X) ,135 @ 1500

6V-53T 225 @ 2ffi 2m @ 2ffi 534 @ 16006V-53T ?S @ 25n6V-53T 280 @ 25m

593 @ 1600614 @ tffi

system, modified blower gaskets and im-proved fuel injectors.

Merrion explained that with thesechanges, a customer using a current nat-urally aspirated 6V-53, in a 185 hp appli-cation, will be able to get the same per-formance from a 4-53T for less moneyand with improved fuel economy. "And,"says Merrion, "there is no sacrificewhatsoever in product integrity. In fact,Iife-to-overhaul is significantly extend-ed. Our optional P-3 Power ProtectionPlan provides extended coverage up to36 months or 6000 hours."

Another result of the componentadvancements is the improvement innoise reduction. Compared to a non-tur-bocharged 1984 engine, noise reductionis 7090 in the 1985 6V-53T. *


A durability improvement is the use of the Detroit Diesel crosshead piston in all Silver 53engines . The designfeatures separate crown and skirt components that work independently ofeach other. The crown tansfers combustion forces to the connecting rod while the skirtabsorbs thrust loads. DIESEL PROGRESS North American

.l ttt

,ril ql

!'lltlllltll a+'#t

Beautiful changes are taking place. . .

You could call it a metamorphosis and it's a beautiful thing to watch, as an

even closer working relationship between supplier and customer develops in theautomotive industry. It isn't their problem anymore. It's our problem together -on a part or an automotive system.

It's this spirit of cooperation and team effort that will produce the best solution.At Nippondenso Sales, Inc. our customers know they have the support ofthousands of engineers world wide that will search for a workable effectiveanswer to their O.E.M. problem. Nippondenso wants to work with you ontoday's problem or tomorrow's dream.

letting beautiful thingstake flight.

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NIPPONDENSO SALES, INC.27840 WEST NINE MILE ROAD . SoUTHFIELD, MICHIGAN 48075 . (313) 3s2-4440

Dscouer what we can do together!

ocToBER 1984

EiITER 3fD9 ON READER SERVICE CARD

17

U.S. Army Tank-Automotive Command

TACOM'S AIPS:Propulsion For The Yeqr 2OOOBy Rob Wilson

Developing an engine and drive train today for avehicle that won't be fielded until 1995-2000, and stillmust be absolutely state-of-the-art in 2010 is not aneveryday engineering exercise. But this is what theU.S. Army Tank Automotive Command CI-ACOM) is do-ing these days and, il nothing else, the procedure isfascinating to witness.

It's interesting from a human as well as a technol-ogy standpoint. After all, many governmenl as well ascontractor personnel involved with this latest advancedpropulsion development program will be on GoldenPond fly fishing with 30 lbs. test line by the time the fullvehicle production program reaches fruition.

We visisted with TACOM technical director Dr.Herbert H. Dobbs and propulsion laboratory chiefWayne Wheelock to gain some insight into the Ad-vanced lntegrated Propulsion System (AIPS), now inits lormative stages, as well as other trends anddevelopments of interest to TACOM.

"No question, it is a long string," agreedWheelock, "but over time we have become prettyadepl at perpetuating the initial goals and objectivesso that the final product matches up very closely withthe needs established many years earlier."

"The time frame varies with the type of program,"explained Wheelock, "but even a low-technology pro-

18

gram where we're applying current commercial pro-pulsion technology would take probably three years.That's minimum."

"Our needs are so broad in the military," ampli-fied Dobbs, "if you named every commercial applica-tion of an engine powered vehicle that you could thinkof, all those applications would be on our list too. Butthen we have another list, where there are no compar-able commercial applications.

"So on the one hand the Defense Deparlmentand TACOM as a part of it are very much committed tofinding as many answers as we can with commercial-ly available products. On the other end of the scale,say, a main battle tank, there is no commerciallyavailable engine, transmission, or drive train thatcome close to matching up to the mission require-ments. ln the middle, there are other applicationswhere commercial componentry can be adapted ormodified to the established needs.

"But here's an important point, even if we are gGing to apply a commercialcomponent directly, there'sgoing to be competition for that application and rigor-ous testing and evaluation before actual productioncontracts are made."

So the basic outline of TACOM needs would fallsomething like this. For tactical and wheeled combat

DIESEL PROGRESS Norlh American

vehicles, commercial engines, transmissions anddrive trains should suffice. For high survivability andultra light wheeled combat vehicles, commercialtransmissions and drive trains should work and com-mercial engines should be adaptable with modifi-cation.

For tracked combat vehicles up to 45 ton gvwwhere the profile is not critical, commercial adapta-tion of engines can still be made, but the transmissionwill quite likely be developed specifically. Then forcombat vehicles over 45 ton gvw where the profile iscritical, it's military developed all the way. Cooling,f iltration, everything.

Right now TACOM has embarked upon what willessentially result in the fourth generation ol main bat-tle tank propulsion systems since 1940. The third gen-eration resulted in the M-1 battle tank powered by theAvco Lycoming AGT-1500 teamed with the AllisonX-l 1 00-38 hydrokinetic transmission.

The propulsion development process for thatprogram actually began in the 1963-65 time period.Like the current program, there was parallel devel-opment of both a diesel and a turbine propulsion sys-tem, the diesel being the Teledyne Continental 1360cu. in. variable compression ratio engine.

Recalled Dobbs, "l guess a lot of people re-member it as a toe{o-toe battle between diesels andturbines. That's not the way it was. lt was Chrysler'smachine against GM's machine. They could haveboth chosen the diesel or both chosen the turbine. ButGM chose one propulsion system and Chrysler chosethe other. Chrysler's machine won the competitionand so we have an M-1 that is gas turbine poweredand has 987o operational readiness. lt's met our ob-jectives completely."

ln a similar vein, commented Wheelock, "Thepowerplant is only a means to an end. lt is the vehiclesystem that has our ultimate focus. The Advanced ln-tegrated Propulsion Systems (AIPS) that is now under-way is for a battle tank that no one has yet asked for.And there are other people working on advanced wea-pons and armor systems also with the understandingthat ultimately we will need to field a new battle tank.And the fact is we simply could not field a suitablereplacement for the M-1 unless all of this relateddevelopment work was underway now. The point isthat if we waited for someone to say 'We need a newbattle tank,' it would be too late for us to improve uponwhat we already have."

It's a delicate balancing act, admit Dobbs andWheelock, to keep the options open as long as possi-ble, gain from developing technologies, and still havesomething concrete at the end.

This summer TACOM narrowed the field of con-sortiums competing for the AIPS development con-tract down to lwo, led by Cummins Engine Co. on therecip side and General Electric on the turbine side.

"Having the parallel development programs isimportant just in case one of the programs falls short,or one advances beyond expectations," notedWheelock.

"At every juncture in such a program you movecloser to the objective; it becomes more defined. Theweapon technology is moving closer, the armor tech-nology. But you also close some doors that may lockyou out of some advantages that you can't know

ocroEER 1984

"lf you named every commercial use ofan engine powered vehicte that youcould think of, all those applicatlonswould be on our list. But then we haveanother list. . ." - Dobbs

about when you make a certain decision. So there'sscience, art and also some luck in the way you closedown your options and move toward the objective.And having parallel development programs is certain-ly one way to keep more options alive than if you wentwith two diesel programs, or two turbine programs."

By TACOM reckoning, the propulsion system fora main battle tank occupies approximately 40% of thearmor enclosed volume. That includes the coolingsystem, fuel, transmission, air induction and acces-sories. ln the AIPS development program, TACOMwants that volume cut back by 33%. lf, say, the M-1propulsion system occupies 300 cu. ft., then the ad-vanced propulsion system can occupy only 200 cu. lt.ln addition, TACOM wants slightly higher sprockethorsepower than the M-1 has, 1050 hp to be exact.

"Actually, our approach on this advanced gener-ation differs from all it's predecessors in as much aswe are developing a complete system, not an enginein one program and a transmission in a separate one.The whole system is being developed together to in-crease the options to the suppliers in making themyriad tradeoffs that have to be made," explainedDobbs.

"lf the contractor can increase his fuel economymore, he can cut back on fuel capacity, thus reducingspace requirements. lf he can achieve lower heat re-jection that basically means less fuel consumption,and a smaller cooling system as well. While we've de-fined the envelope and set the overall performancecharacteristics for the qystem, we have left open theprecise way the goals will be achieved. We're asking

continued * ,"n" tO"

MarketDecisions...

"Having parallel development programsis certainly one way to Reep more optionsalive than i! you went wlth two diesel pro-grams, or two turbine program:.Wheerock

"What we have in mind is reaching thepower density levels of today's racingcars with all the reliability of a modernhigh quality truck engine to operate in anenvironment that is absolutely tortur-

for more, but we're also giving more latitude with thisapproach," said Wheelock.

And the goals are certainly aggressive. The M-1,compared to its predecessor the M-60, represented adoubling of the power density ol the propulsion sys-tem. Power density must again be doubled to meet theobjectives of AIPS, noted Wheelock.

"What we have in mind is reaching the powerdensity levels of today's racing cars,with all the re-liability of a modern high quality truck engine to oper-ate in an environment that is absolutely torturous,"said Dobbs.

Some of the engine technology being counted onto meet the AIPS goals include adiabatic, or low heatrejection, features, variable area turbocharging, fullauthority electronic control systems, lower frictioncomponents, improved cooling systems and higher in-jection pressures. Ceramic components, perhaps afew monolithic parts, but certainly ceramic coatedcomponents will be used. Advanced metal alloys willbe employed as well. Turbocompounding is also apossibility.

But neither Dobbs nor Wheelock anticipate a fullblown adiabatic engine with no cooling system whalever. An unlubricated, or no{riction engine will nothappen yet either. Perhaps on the next go around, butnot this time.

Related to piston engines, TACOM is talking ofstress levels on the order of 5.5 hp per sq. in. of pistonarea. For reference, current fielded combat vehicleshave reciprocating engines with stress levels of ap-proximately 2 to 4 hp per sq. in. of piston area. Com-mercial truck engines are in the range of 2.5 to 3 hp

"The Advanced lntegrated PropulsionSystem that is now under way is for a bat-tle tank that no one has yet asked for,"

- Wheelock

ous. t' - Dobbs

per sq. in. of piston area.lsolating other engine characteristics being

sought, we have: power density of 35 hp/ft3, a weightto horsepower relationship of 2.0 lbs/hp, with min-imum cooling; acceleration of 0-20 mph in 7 sec; fueleconomy in the area of 0.32lbs/hph bsfc, with a20o/"improvement expected by the year 2000.

The engine will have fuel tolerance that will in-clude diesel fuel and gasoline, as well as burning twospecified relerence fuels. lt will need extremely longlife air, oil and fuel filters, a reliable cooling systemand fast unaided startability to - 60 F. Maintenancerequirements are also rigorous, calling among otherthings for 1000 hours mean time between failure,2000 hours mean time between overhaul, and 1.8minutes of maintenance per operating hour withminimum skill levels.

"We know these objectives can't be met today. lfthey could, why have a development program? ln fact,if we could fill these requirements now, we still wouldhave a development program but the goals would bemuch higher," noted Wheelock.

Added Dobbs, "By the '1990s we'll achieve thesegoals and we'll be ready to turn over these propulsionsystems to potential vehicle contractors. They'll inte-grate that vehicle from propulsion, weapons, armorand other systems that wouldn't have the characteris-tics they will have if we were not pushing the tech-nology today. Competition for the production vehiclewill be hard fought. But then we'll end up with an ex-cellent battle tank, a worthy replacement lor theM-l." n


EilTER3816 ON REAI'ER SERVICE CARD

-

The U.S. Marine Corps is rcbuilding its lleet of LVT-AI assault landing craft.package is being completely rebuilt.

The landing crafts are being repowered and the transmissionlsteering

Militqry Vehicle TrqnsmissionsBy Mike Osengo

Twin Disc Rebuilding

As part of a U.S. Marine Corps program to com-pletely refurbish its LVT-7A1 assault amphibian land-ing craft, Twin Disc, lnc. has been awarded contractsto rebuild at least 651 transmissions for the militaryvehicle.

The contracts were awarded by the manufactur-er of the LVT series, FMC Corp., San Jose, Catif.,which is undertaking a total remanufacturing programfor the vehicles, which includes repowering with anew diesel engine. FMC is also in the process of build-ing new LVT vehicles for the Marines, so while muchof the existing population is being rebuilt, new ve-hicles are joining the fleet at the same time.

The LW vehicle series is a basic element in theMarine Corps amphibious attack capability and isavailable in a number of versions, including: theLVTPT personnel carrier; LVTCT command and com-munications version; the recovery vehicle, the LVTRT;and the LVTET mine clearance vehicle.

Approximately 1100 of the LVTT series vehicleshave been built for use by the Marines and six othergovernments. These vehicles were originally built inthe early 1970's. The current program involves the re-building of 995 of the craft, while the new vehicle pro-gram involves the addition of approximately 397LW's.

22

To date, Twin Disc has been awarded three re-build contracts, totaling the 651 units. A contract for63 has been finished. During our visit in June, 129units of a 314 unit order had been shipped and work isto start on 274 additional units in November. A con-tract for 240 more transmission rebuilds is still to beawarded.

The original transmission for the LVT vehicles isdesignated the FMC HS 400 and is a six speed (fourforward), manually controlled, full powershifting pack-age with hydrostatic steering and mechanical braking.

Twin Disc built the torque converter, three clutchpacks and two model NC, three inch and six inch, oilactuated clutches for the original transmissions, whileSundstrand built the hydraulic steering unit (HSU).

The remanufacturing has fallen along the samelines, with Twin Disc rebuilding its sections of thetransmission, Sundstrand rebuilding its HSU's andTwin Disc reassembling and shipping the finishedunits from its 21st Street plant in Racine, Wis.

According to Joseph Yahnian, who is overseeingthe rebuild program for Twin Disc, FMC is strippingdown the LTV vehicles completely, sending the trans-missions and HSU's for rebuild to Twin Disc andSundstrand respectively, refurbishing the rest of thevehicle itself and mating the rebuilt transmissions


with the new engine, a Cummins W400.The transmissions are rebuilt along a progres-

sive assembly line. There are 858 part numbers in thetransmissions, all of which (except for the Sundstrandsegment) are handled by Twin Disc, Yahnian said.

Twin Disc follows a standard teardown, inspectreplace/rebuild and reassemble procedure. A numberof parts, such as gaskets, bearings, springs, capscrews, hoses and friction plates, must be scrappedunder terms of the contracts. Twin Disc then either re-builds to specifications, modifies, uses new parts, orwhere applicable, reuses existing componentry forthe transmissions. About 60% of the parts are new.

As an example, the oil circulating pumps are sentback to the manufacturer, W. H. Nichols Corp., forrebuild. A ratio change was made on some of thegearing for better lubrication. The three shafts in themain transmission, the two clutch range shafts, thegearing for the main transmission and the two gearsin the torque converter to the pto that drives the HSU,are also handled by Twin Disc.

The main transmission housing is reused, but anew torque converter housing is supplied.

All of the rebuilt transmission packages aretested lrom four to six hours and have to be approvedby both FMC and government inspectors before beingshipped to San Jose.

The merging of a volume rebuild operation into aheretofore strictly manufacturing facility appears tohave been accomplished with relative ease. A lookaround the 21st Street facility, Twin Disc's main do-mestic manufacturing plant, found the rebuild line un-der the same roof, but essentially separate from themanufacturing operation. An investment by Twin Discwas required to underwrite this new venture, with themajor piece of capital equipment acquired being anoven for heating the transmission housing for both re-moving and replacing the bearings.

Where possible, Twin Disc has merged its capa-bility for manufacturing with the needs of the rebuild-ing operation. While one dynamometer is dedicatedstrictly to rebuilt transmission testing, another, a dou-ble ended unit, is used to test both other commercialtransmissions and rebuilt units.

"This is something completely different for TwinDisc," Yahnian said. "We have always had a returnedgoods program, but that usually meant only a coupleof units at a time. So, this represents the first majorvolume rebuilt contract we've undertaken. I think oursuccess has been due, in part, to our association asone of the original designers of the unit," he added. tl

A finished lransmlsslon ready for crating and shipping.Sundstrand rebuilds its hydraulic steering unit (HSU)segment of the transmission package; Twin Disc re-builds the remainder of the unit, reattaches theHSU's and ships the completed module back toFMC in San Jose, Calif.

All of the rebuilt transmissionsarc tested after reassembly.Twin Disc has dedicatedone dynamometer setupexclusively for this pro-gram, with the capability.to use anothet dyna-mometer for overflowtesthg.

The t'ansmissions arereassembled along a pro-gressive rebuild line.The Owatonna Tool Co.stands, seen rere,can rctate in a varietyof dircctions to aidihe rebuildingprocedure.

The transmissions arctom down and inspectedbefore the machiningprocess is started.Twin Disc was able tointegrate this volumercbuild effort intoits 2tst St/eetmanufacturingplantin Racine,Wis.

The staging area for thel/ansmisslon/steering mod-ules that Twin Disc is re-building for FMC Corp.,for reuse in the MarineCorps LVT-7A1 amphi-bious landing craft.

ocToBER 1984 23

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#-

I

24 ENIER 38(f ON READER SERVICE CARDDIESEL PROGRESS North American

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CONTROT SYSTEMS. YOU'RE SUREOF PROMPT. REIIABIE SERUICE

There are a lot of advantages to you and your customers whenengine-generator installations include Russelectric Power Con-trol Systems. Not the least of these is the capability, reliability,and availability of the industry's best fieldtrained and equippedservice organization.

Russelectric service engineers are ready to provide you withtwenty-four hour, around the clock, emergency service assuringyou of the fastest response to your service needs.

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ry

Prime Power Gen-Sels DigAutomqted AggregqleBy Ed Dennis

The powerhouse at Chailotte Rock lndustries aggregate process,ngplant. Near Ft. Myers, Fla., the plant processes abort 5000 tons ofraw mateial a day. The rcmote location ol the plant and the cost ofbringing electical power dictated the need for generating power on-slte.

To an outsider, 1760 kW of electrical primepower might, at first glance, seem like an excessiveamount for a small rock crushing plant. However, arealistic engineering assessment of the present andfuture prime power load profile and costs, helpedshape the engineering and installation of four, model3412 Caterpillar, 440 kW diesel generator sets in a re-mote area on Florida's West Coast.

The Charlotte Rock lndustries aggregate plant,currently processing about 5000 tons of raw rockmaterial a day, is located approximately 12 miles north-east of Ft. Myers, Fla.

Since even a slight fluctuation of electrical

The engine room at Chailotte Rock. Prime power is supplied by four,Caterpillar 440 kW diesel genetator sets supp/ied by PantrcpicPowet fuoducts, Miami.

power would put Charlotte Rock's nine conveyor beltsand the plant's rock crusher out of commission, thecompany and its consulting engineers, Powell Con-sulting, lnc., decided to investigate the feasibility ofgenerating their own electrical power.

Bill Beatrice, power systems sales engineer atPantropic Power Products, Miami, laid the basicground work for the four generator plant by decidingthat it should have the capacity to handle the growth

The Redco switch-gear for the generat-,ng syslem.

Outside view of the powerhouse showing the Maxim silencers.

26 DIESEL PROGRESS North American

of eJectrical demand seen for the coming years. And,because of the area's relatively remote location(miles f rom any high voltage capacity electrical lines),Beatrice felt that a multi, flexible engine installationwould be better suited for the piant's operation ratherthan a single large or twin engine installation.

The new electrical power plant consists of four,3412 Caterpillar generating units, each powered by a12-cylinder, dual turbocharged, jackelwater after-cooled, Caterpillar 775 hp diesel engine.

The engines are close-coupled to a 440 kW

ocToBER 1984

Qaterpillar generator (625 kVA, 2771280 V,752 ampper leg, 1800 rpm, 3-phase, 60 Hz, 0.8 pf, brushless).

All four of the generator units supplied by Pan-tropic Power Products, Miami are skid-mounted withsix Korfund vibration dampers. Engine cooling is ac-complished with high capacity (130 F plus) Perfex ra-diators. Engine control and voltage is regulated with aWoodward P.S.G. governor.

Ordinarily, an electric power plant superinten-dent would not be too concerned about how the windsblow, but in this remote site, the wind and its directionmakes all the difference in the world. lt might end upblowing abrasive lime rock dust in the direction of theengine's air intake.

For extra protection, two-stage Donaldson Don-alclone air filters were included on each engine.These, combined with a daily filter maintenanceschedule and a regular lube oil and filter program, arejust a few of the tricks that the superintendent of theplant hopes will result in longer engine life in thisabrasive rock atmosphere.

Also significant on this installation was the tailor-made service contract, that provides for Pantropic todo four preventative maintenance checks and fourlube oil analyses a year. At each of these checks, theengine, switch-gear and generator are looked overand adjustments made. Charlotte Rock's mechanicaltraining needs were met by Pantropic providing on-the-job training classes for several maintenance per-sonnel, on the four gen-sets.

Engine exhaust and silencing is handled withValley Forge exhaust tubing and Maxim M21, eightinch silencers, installed on an outside wall of the 31 ft.x 49 ft. open{aced, steel building.

High water temperature and low pressure switchesare used to trigger audible pre-alarms with safetyshut-off devices for over-speed, over-crank, and pre-

shut down alarms.All start-up synchronzing, load sharing, load

dumping and manual permissive synchronizers arehandled by a Redco switchboard and control center.

The control center consists of four individualengine generalor control cubicles bolted together toform a single unit lineup, plus annunciator panels oneither end.

The fuel flow system includes a single 20,000gal. fuel storage tank to a Simplex 50 gal. day tank,then to Racor fuel/water separators to a pair of Bald-win fuel filters before going to the engine's fuel injec-tion system. Fuel consumption is calculated aI42 gal.per engine per hour.

According to Beatrice, three of the four Caterpil-lar generators can handle the plant's present load,providing a reserve capacity of 440 kW.

The fourth gen-set allows for future plant expan-sion and power demands in the foreseeable future.

Present power demands average about 800 to1000 kW. However, at times such as during plantstart-up, it can go well over the '1000 kW mark.

Operation at the quarry starts with the strippingof six to eight feet of over burdened glades muck by acouple of D8 Caterpillar tractors. Holes are then drilledinto the limestone rock beds by diesel powered drillrigs. After the dynamite charges go off and the rock isloosened, three Caterpillar powered seven yard drag-lines dig and stockpile the rock. E

Close-up of the generator control panel

PRINCIPAL EQUIPMENT

Engine. . CaterPillar 3412,Qenaiator ... ...... ... ...CgterpillarGoYernor ....WooddardFuel Oilt

'. WaterSeparator .....RacorLube Oil Fillers BaldwlnFuel Oil Filters.Day.Tank...... SimPlexSilencer . . MaximVJbrationlsolators .....KorfundBattery Charger .lllaster ControlRadiator Level Gauge

and Swltch . MurPhY..Radiator . . Perfer<AlrFilters....... ... .'-.....Donaldson'$witchgear .....Redco

27

Dl Diesels For Smqll Trucks

Large trucks in Japan are generally powered bydiesel engines featuring direct fuel injection systemsfor low fuel consumption. But now more Japanesetruck builders are introducing direct injection enginesto smaller trucks of two to three tons loading capacity.The noise level, however, is relatively high and it iseasier to experience knocking due to the abrupt riseof combuslion pressure. Engine manufacturers arotherefore working hard to establish effective countermeasures against engine noise.

Among such diesel engines currently on the Jap-anese truck market, the model SL of 3.45 liter dis-placement by Mazda and the model 1W of 4.0 literdisplacement by Toyota are good examples of newdevelopments.

Mazda has developed the model SL diesel fortheir new Titan truck, the loading capacity of whichranges f rom 2.0 lo 2.75 tons. The engine has a bore of100 mm and stroke of 110 mm, and four cylinders in-line for a piston displacement volume of 3.45 L. lt pro-

duces '105 hp at 3200 r/min with maximum torque of25.0 kg/m at 2000 r/min. This engine also utilizes aninline type fuel injection pump because of high injec-tion pressure that is necessary.

Swirl is an important factor for good combustionof high speed, direct injection vehicular diesels, and itis produced primarily by air inlet port design. ln gen-eral, if swirl is optimized in the high speed range, it be-comes too weak in the medium speed range. lf it is op-timized in medium speed, it will be too strong at highspeed. But in the design, the combustion chambercavity in the piston crown has a narrow mouth whichcauses a small, yet strong swirl by a squeezing ellectat top dead center, which promotes good mixing of airand fuel. As a result, good combustion is realized inboth high and medium speed operation.

ln addition, Mazda engineers made a carefulstudy to optimize the influence of the configuration ofthe combustion chamber, and it is offset from the pis-ton center.

Noise attenuation is also an important item of de-velopment for a small diesel of the direct fuel injectiontype. Mazda engineers have added ribs and stays tothe cylinder block to increase rigidity. As a result, thenoise level at a point 1.0 m from the engine was re-duced by 1.0 dB(A).

The oil pan is a component that has low rigiditycompared to many other parts, and it tends to emitsignificant noise from its surface. As a counter-mea-sure against this, vibration was insulated by using afloating mount.

The cylinder head valve gear cover is anotherpart that emits noise of higher levels, so anothercover has been added. This double cover resulted in areduction of the noise level of 0.5 dB(A) at 1.0 m f romthe engine. Other counter measures against noise in-clude inlet air and exhaust gas silencers.

continued on page 58

(Left) Main charccteristics of the Mazda SL Diesel; Cooling type:Water cooled; No. of cylinder: 4 in-line; Cycle: 4 Stroke; Combus-tion system: Direct fuel injection; Bore x Stroke: 100 X 1 10 mm; Pis-ton displacement: 3.255 1; Compression ratio: 18.0; Fuel injectiontiming: 12"; LxWxH: 738 X 598 X 715 mm; Max. output powet:105 HP/3200 rpm; Max. torque: 25.0 kg.m/2,000 rpm; Min. fuetconsumption: 160 g/HPh/15O0 rpm; Weight: 27O kg.

rrlo\'t'tat^? ^ l.r

Direct lnjection Diesels . . .

Another problem of the direct injection diesel isstartability as the component part to assist starting aglow plug is commonly used. However, the fuel injec-tion nozzle in the direct injection system has multipleholes, so that only a small portion of injected fuel con-tacts the glow plug, and the rest of the fuel may not beeffectively ignited. Mazda has therefore employed anair heater which attaches to the inlet air manifold towarm up intake air to attain the same level of start-ability as that of a diesel of the prechamber type.

Toyota has also developed, in cooperation withHino Motors, a four liter displacement direct injectiondiesel engine for their medium sized truck, the DynaWide. lt is a four-cylinder water cooled diesel enginewith a bore of 104 mm and stroke of 118 mm. Maxi-mum output power is 1 15 hp at 3200 r/min, maximumtorque 28.0 kg/m at 2000 r/min and the minimum spe-cific fuel consumption rate at full load of 158 g/hp/hr

Dyna P-WU'o-MRDHT Truck ol 3.75 Ton Loading Capacity. lt has high and super longbed made of wood and wide cabin. The main pafticulars of Dyna-wide-cab; LxWxH: 6680X 2170 X 2175 mm; Wheel base: 3785 mm; Tread: 1665/1500 mm; Ground clearance:1045 mm; Cargo bed: 5000 X 2060 X 380 mm; Weight: 2930 kg; Seat capacity: 3;

Cargo capacity: 3750 kg; Climbing capaci-ty: 0.34; Tuming rcdii: 7.4 m; Engine: Mod-el lW; Transmission: 5 steps; Front brake:Drum with setvo; Reil brake: Drum: Frontthe: 7.50 - 16 - 1OLT; Rear tirc: 7.50 - 161 OLT.

The diagram below shows the cut away view of com-bustion chamber of 1W diesel engine.

The combustion chamber carved on thetop of piston has the vety special con-figuration to generate adequate swirl.(Toyota 1W)

Cylinder head is equipped with doublecovers which reduce the noise for 0.5dB at the point 1 m off the engine. (Maz-da Sl)

(Left) Main charccteilstics otthe Toyota lW Diesel: Type: 4stoke cycle; Cylinder arrcnge-ment: 4 cylinders in-line; Com-bustion chamber: Arcd fuel in-iection type; Valve mechanism:OHV gear driven; Piston dis-placement volume: 4009 cc:Bore x Stroke: 104 X 1 18 mm;Compression ratio: 17.9; LxWxH: 784 X 626 X 765 mm; Weight: 322 kg;Max. output power: 115 HP/3200 rpm; Max. torque: 28 kg.m/2000 rpm:Min. fuel consumption: 158 g/HPh/l600 rpm; Comp. press.: 34 kg/crir/3l?rpm; ldling speed: 630 rpm.


at 1600 r/min. Torque in the lower speed range is fa-vorable for better truck driveability.

The fuel consumption is improved as comparedwith the same size engine of the prechamber type by15 to 30% due to good combustion with the direct fuelinjection system and also due to the lightweight con-struction. The weight is only 322k9, which is just 80.3kg per liter, among the lowest for engines of thisclass.

Vibration and noise are attenuated by improve-ment of combustion, an insulating cover attached tothe cylinder head valve cover, reinforcement of thecylinder block and gear cover, and employment of adamper pulley.

Like Mazda, Toyota was very concerned withgenerating suitable swirl in the combustion chaniberfor fuel injection through a wide range of operatingconditions. They have made improvements to the in-take arr port, the configuration of the combustionchamber and in fuel injection.

The intake air port was developed on the basis ofthe Hino Micro Mixing System (HMMS) to generateboth swirl and turbulence in the air flow at the sametime. The configuration of the combustion chamber inthe piston crown has a very special feature with anoverlapping edge at its top and four cavities on theside wall of the chamber in order to give strong swirlto the gas in the chamber.

The fuel injection nozzle has five holes and is in-stalled almost at the center of the piston for the pur-pose of achieving adequate distribution of fuel drop-lets. The small diameter of holes, 0.29 mm, and theshort length of the fuel injection pipes also contiibute

to producing small fuel droplets, which further im-proves the air-fuel mixture.

The cylinder head is made of cast iron and is thecross flow type. The cylinder block is also made ofcast iron and designed on the basis of FEM analysis inorder to optimize the rigidity of bearing caps and theconfiguration of strengthening ribs.

There are drilled cooling water passages be-tween the bores in order to reduce the space betweencylinder centers as much as possible and these re-duce the total length of the engine. The cylinder lineris made of special anti-abrasive cast iron. The liner isof the loose f it type, as the liner is 1.5 mm thick andselectively fitted to the bore in the cylinder block withthe clearance of 13-25 um at atmospheric tempera-ture. The crankshaft is a steel forging with eightbalance weights. The fillets at journals and pins arerolled and induction hardened.

A special intake air shutter is connected to thefuel injection pump lever and it opens a butterfly valveto take in enough air for various load conditions. ln de-celeration it brings the valve to the idling position inorder to reduce intake air f low as well as air noise. Forstopping the engine, the valve is fully closed by a dia-phragm actuator.

The fuel injection pump is a Bosch type multipleplunger A with plunger diameter of 9.5 mm. Becausethe high injection pressure and high injection rate per-tinent to a direct injection system, the camshaft is re-inforced. The injection nozzle has five holes of 0.29mm diameter and the fuel injection valve openingpressure is set at 220 kglcm2. l)

From $18,000Equip your engine dyno withthe latest in computerizeddata collection technology.Run automated life tests orprogrammed engine map-ping. Store the data on disk,print it out or draw 6-colorgraphical plots.

Sensors measure and display55 variables in real timewhile calculating HP correctionsand efficiencies. For full info,phone or write:

Harold Bettes3512 N. TejonColorado Springs, CO 80907303/471-1746

Z.tu*rFlow. Prices subject lo change wlthout notice.

ocToBER 1 984ENTER 3818 OIII READER SEFI/ICE CARD

The Chqnging Rules ForPqckqging Militq ry Gen-Sels

By Mike Osengo

tary for over 40 years."With all this money be-

ing spent on new equipmentand considering the shapethe commercial gen-set mar-ket is in, a lot of companies,understandably so, are look-ing at military business as away to stay competitive."

Brettell discussed someof the changes confrontingmilitary gen-set packagers.

Over the last threeyears there have been Mem-os of Understanding betweenthe U.S. and its NATO allies,which in essence opens upand encourages overseascompetition in the militaryspecifications process. Whatthis means for generatorsets, Brettell said, is thatEuropean engines and gener-ators are now welcome to bepackaged in U.S. militarysets. Which adds a variety ofvariables to the "low bidder"equation for bidding on a con-tract.

There is also the SmallBusiness Set Aside agree-ment, which requires that acertain portion of all militarycontracts be reserved for

LibbyWelclingCo.hasmovedintoalTS,000sq.ft.facilityinKansasClty, whichfeaturesfourassemblylines lor generator set production.

Cn"nn" is a word heard often around themilitary generator set community these days.

And it's change on many fronts: change in theway generator sets are procured; change in the com-panies bidding on contracts; and change in the waygen-sets themselves will be designed.

Generator sets are part of an increasingly broadrange of military equipment being modernized underthe higher defense spending levels of the current ad-ministration. Virtually all types of generator sets usedby the four branches of the military are either under-going revision or additional sets are being ordered.

Many of the changes in the structure of the mili-tary gen-set bidding process can be traced to oneoverriding theme: "Right now there is simply a lot ofmoney being spent on military gen-sets," said JamesA. Brettell, president of Libby Welding Co. Libby is oneof the "old guard" of gen-set packagers that havebeen doing business on a regular basis with the mili-

32

small businesses. Small Businesses are defined bas-ed on the number of employees a company has, aswell as its sales level and that adds another factor tothe question.

Further, the "run-off" way of testing potentialpackagers, where two or more companies submit anumber of prototypes for direct testing, has becomestandard operating procedure in many cases.

While all this is causing many in the gen-set in-dustry to wonder what the future holds for them, it is inthe technology of military gen-sets where the majorchanges are taking place.

"Basically what we're looking at are generatorsets with a degree ol heat suppression unknown to-day, inaudible at 600 meters and with a high degree ofEMP (electromagnetic pulse) protection," Brettellsaid.

It is the heat requirement, that the sets emit nohigher than 4o above the ambient temperature that

continued on page 34DIESEL PROGRESS North American

THE NEW GENERATING SETSFROM LISTER DIESELS INC.

Hawkpower, A powerful new line of air-cooled,d iesel-powered generati n g sets spec if ica I ly con-

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unit to provide outputs of 3 l<w to 130 ltw. And

every unit carries a full warranty and is backed

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Now, with the introduction of Hawkpowerto America, you can getthe same Lister reliability

easy customization to give you the per-fect power unit quickly, efficiently andeconomicallY.

Any Lister air-cooled diesel canbe incorporated into a Hawkpower

that over 140 different countries havecome to rely on. Putthe power ofHawkpower to work for you today.See your nearby Lister distributor orcontact us direct.

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ocroBER 1984

ENTER 3810 ('{ READER SERVICE CARD

33

manufacturers, fan suppliers. The goal is a combina-tion that will be cool and quiet."

And, of course, weight is always a considerationwith the rapid deployment force concept, he added.

"The work that will be done in these areas, si-lencing, cooling and the like, will force innovations onthe diesel engine that have never been seen before,"he said. "We're concentrating on the engine obvious-ly as the biggest source of heat and noise."

ln this highly competitive business, specificsteps Libby or other companies are taking are not be-ing discussed.

The other item impacting on the gen-set busi-ness, is the ever popular 3600 rpm argument. "you'llprobably see a 3600 rpm requirement on the 15, 30and 60 kW packages being discussed," Brettell said."ln fact it could go beyond that point in the future. Youmay see a drive through a gearbox operating as aspeed increaser, running the generator as high as6000 rpm, which could be just the opposite of thestandard gen-set power scheme."

The requirements for the overall package enve-

series of 100 kW sets, powered bythe Caterpillar 3306 engine and Onan generators, anorder that could total as many as 2600 units with alloptions exercised. "And lately, the military has beenexercising all their options," Brettell said.

Two gas turbine powered sets were being built atLibby as well. A Turbomach T62 turbine is being pack-aged with a GE generator for a 60 kW Air Force andArmy ground support unit for use with Cruise andPatriot missiles.

Also on the floor, during our visit, were the Dash60 turbine sets which mate a Garrett GTCP85-180 tur-bine with a Bendix 60 kW generator for use as AirForce starting units.

A Cummins/Marathon, 200 kW package was ex-pected to begin its run shortly, totalling 360 units.

Libby, as are most military gen-set packagers, isa highly integrated company building everything fromthe filter housings that go on the engine to the enginepanels to the fault control (monitoring) panels.

And they, like many others are watching the fu-ture with an especially sharp eye. !

Packaging Military Gen-Sets .

really has the designers working."As we understand it, infrared

heat detection is accurate to within5o above ambient," Brettell said."lf that technology improves to 4"above ambient, we'll probably haveto go to 3o. We're really going topress on technology with this one."

"This takes on an even greatersignificance when you realize thatthere was no heat suppression re-quirement on gen-sets to this point,which means the industry is ex-pected to go from no requirementto + 4" over ambient in one fellswoop.

"Everybody can do somethingto reach this requirement," Brettellsaid, "engine builders, radiator

lope size are a main considerationin the need for higher speed en-gines.

Despite the uncertain watersahead, Libby has taken a bord stepby moving into new 175,000 sq. ft.facility in Kansas City. The otd Libbyfacility is doing sheet metal workand painting of sets.

During our visit we saw two ofthe four generator assembly lines inoperation. Libby is building both 5and 10 kW gen-sets on the line us-ing Onan's J series engine for bothpackages. The order is for as manyas BO00 gen-sets, with Libby cur-rently building about 26 a day.

The company is also building a

Libby is currently building both the five and10 kW gen-set packages tor the military. Thesels use Onan's J Series drese/s.

(Left) One of Libby's "standard" pto-ducts is this aircrcft starting cartwhich provides cqnpressed ah forjet aircraft starting. A GaftettGTCP85-180 gas turbine is used asthe power source lor the package.(Riqht) Quieter, cooler gen-sets arein the futurc according to Libby. Setsthat genente no more than 4o overthe ambient tempenture arc ex-pected in the next generatbn ofgen-sels. This feature is fi/s,t annngan expected wide rcnge of technicalchanges to come in military units.


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Our transmission elements allow for longer life,shorter cycle times and greater productivity. This meanslower maintenance costs and more profit for your cus-tomers.

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loaders, rollers and crawlers, the ZF line of transmissionsis the broadest around. For example, our powershift trans-missions offer advanced features like our automatic lock-up clutch, full power PTOs and electronic shifter, witha wide choice of gear ratios and mounting configurations.

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Hartridge's New Mid-Range Test Stand

The Series 700 test stand, the latestaddition to the Hartridge product range,made its debut at August's ADS Con-vention in Nashville. It has been de-veloped, Hartridge said, for the dieselspecialist for a diesel fuel injection pumptest facility.

The ability to handle the majorityof inline and distributor type automotivepumps, up to eight cylinders, and the in-corporation of many features used in theHartridge Series 2500 test stands, givesthe 700 its flexibility and the potentialfor time savings of up to 4090 on a typi-cal test, Hartridge claimed.

Powered by 5.5 kW (7.5 hp) d.c.motor with a thyristor speed control, the700 has an infinitely variable speed rangeof 40 to 4000 rpm with negligible droopand acceleration,/deceleration times of400 rps. Speeds can be preset and returnto a set condition to within + I rpm.

tween the graduates and a flow metergives instant measurements of the backleakage (return) flow from distributortype pumps. There is also the option ofan entirely new electronic phasing sys-tem which gives a digital reading ofphase angle.

The eight station injector mountcan be unlocked and moved to either theleft or right hand side of a pump, andthe injectors are held by quick releaseclamps secured by single thumbscrews.

A pump mounting design incorpor-ating a 125 mm center height, increasesthe 700's versatility because it can utilizeother makes of pump mounting bracketsand, with the basic brackets suppliedwith each machine, also accepts existingHartridge accessories. *


The motor is di-rectly coupled to theflywheel and pumpcoupling, a featurewhich eliminates thedrive belts and trans-mission system.

Fuel deliveriesfrom each pump ele-

ment are measured inan eight line versionof the Hartridge Pis-ton-in-Graduatemetering system.This provides themeasurements andeliminates drainingand settling times.Fuel delivery read-ings are simplified as

the values are indi-cated by a cursor lineengraved on eachpiston.

Spill flow andfuel cutoff can beobserved throughilluminated ports be-

The new cost effective, mid-range Hortridge Series 700 diesel fuel injection pump test stond forinline or distributor type pumps with up to eight cylinders.

z400-B10.o HP/3,600 rpm2-cylinder51. 1 kg(112.7 Ibs.)

D600-B15.O HP/3,600 rpm3-cyl inder61.7 kg(136.o lbs.)

v800-B*20.o HP/3,600 rpm4-cylinder72.3 kg{159.4 lbs.)

v800-TB*26.0 HP/3,600 rpm4-cylinderwith turbo74.8 kg(164.9 lbs.)

.Available in the near future.

For inlormation please contact:Kubota Tractor Corporation Engine Division PO. Box 1124/391 Crossen Avenue/Elk Grove Village,lL. 60007 U.S.A. Phone: 312-437-6675 Telex: 230-270594 KUBOTATRA ELGRKubota, Ltd. Engine Export Dept2-47, Shikitsuhigashi 1-chome, Nantwa-ku, Osaka, JapanPhone: Osaka 648-2155 Telex: KUBOTA J65251 Cable Address: IRONKUBOTA OSAKA

EITITER 3812 q{ READER SE]NflCE CARD

ffiKUBOIR

Examples of Hendilckson handiwork (left to tight): A terminal spotting trcctor, a fire truck, the model 180 Diesel Prime Mover, and the model 360Diesel Prime Mover.

By Rob Wilson

Picture the job of hauling 1,000,000 lbs. - all atonce. Now think about moving this load up a 107ograde on unimproved roads - in Arctic conditions.How would you handle it? One answer is a DieselPrime Mover, or DPM.

No question, "Diesel Prime Mover" soundsmore like the engine in a stationary power plant. Andone theory has been advanced that a DPM really doesnot move. Actually, the earth revolves beneath it.They are manmouth.

"We love a challenge like that," commented AlMarks, vice president, Hendrickson Mobile Equip-ment, Lyons, lll., builder of these DPM's and manyother types of custom on- and off-highway heavy dutyvehicles. "Our whole thrust is filling niches that can'tbe satisfied by volume builders. We can no more com-pete with a Class 8 truck builder than he can with us,"believes Marks.

"Out of every ten people who think they need acustom vehicle, only three actually do. The otherseven are far better off with a commercially availablevehicle that has been modified for a particular use.

"Now the big DPM's are fairly special even fromour point of view. The largest we've built, DPM-360's,were built to help construct the Alaska pipeline. Theyare still in service on the North Slope.

"Not that you have to look that far af ield to justifya custom built vehicle. They are at one end of thespectrum and Class B line haul trucks are at the other.

40

"ln between, you've got spotting trucks forfreight terminals that need a very tight turning radius,fire trucks that have to negotiate small streets in oldercities, mobile CAT Scan units for rural hospitals, spe-cial transit or even school bus configurations.

"The harder it works, the more unusual the oper-ating or performance requirements and configuration,the closer you get to needing our specialty - customheavy dLty vehicles."

Not that all Hendrickson vehicles are one of akind. lt can be 8 to 800 identical bus chassis for aschool bus manufacturer, or 50 to 100 identical fireservice vehicles.

Hendrickson's real expertise is in marrying drivetrain components to a chassis in order to meet speci-fic performance or configuration needs. So in manycases it builds up the powered chassis and delivers itto a coach builder. ln others, the vehicle is Hendrick-son from stem to stern.

An example of its powered chassis work is whatHendrickson calls a Forward Control EquipmentChassis. lt is produced for a coach builder to power amobile CAT Scan laboratory. Hendrickson was in theprocess of producing 20 of these during our visit.

The unit is powered by a Detroit Diesel 6-71 TACdrlving through an Allison five speed automatic, themodel MT-654. Rated 270 hp at 2100 rpm, the 6-71 ismounted mid-vehicle and installed horizontally, orpancake fashion. Drive configuration is 6 x 4.



CustomVehicles...

The f ront axle is a Rockwell FL-931, with a grossaxle weight rating (GAWR) of 16,000 lbs. Rear axlesare RocKwell single reduction SLDH, rated 34,000GAWR. Rockwell S-Cam brakes are featured f ront andrear.

Another custom chassis is produced for a transitbus coach builder. This is powered by a rear mountedDetroit Diesel 8.2 T driving a four speed Allisonautomatic, model MT-643. The 200 in. wheelbasechassis has a 4 x 2 drive configuration.

The unit uses Rockwell FD-931 axles up frontand Rockwell F-106 single reduction axles in the rear.

"We are not interested in inventing new powertrain technology," said Marks. "Our innovation is inmodifying and marrying standard power train compo-nents and relating them to the desired vehicle dynam-ics and duty cycle.

"We'll use a double or even triple f rame if neces-sary, perhaps use a high strength 1 10,000 psi steel forthe lrame. We'll lay a diesel engine on its side, mountit mid-vehicle and still have it extremely serviceable."

Fire service equipment is another important areafor Hendrickson and the company builds chassis aswell as completed vehicles for this market. They

Chassls for a mobile CAT Scan laboratory featurcs a mid-mounted6-71 TAC, which is installed hotizontally. lt drives through an Allisonfive speed automatic.

Chassrs fot a transit coach builder featurcs a rcat mounted four cycle8.2 L turbocharged diesel and an Allison four speed automatictransmission.

42

come with different profiles and many drive configur-ations, including 4 x 2, 4 x 4, 6 x 4 and 6 x 6.

The basic chassis for the 1871 fire equipmentline (1871 was the year of the great Chicago fire) fea-tures the Detroit 6-71 naturally aspirated diesel asstandard, with quite a variety of Detroit, Cummins andCaterpillar engine options.

The standard transmission is a Spicer CM-60with a 14 in. two plate clutch. Once again, there are anumber of Spicer, Fuller, and Allison transmission op-tions. Standard front, single rear and tandem rear ax-les are all Rockwell with S-Cam brakes. Many axle op-tions are available for different ratings.

ln addition to the conventional chassis for fire-equipment, Hendrickson also builds a special chassisto carry aerial fire fighting devices.

Providing numerous powered platform configur-ations that can be fitted out lor assorted functions, beit aerial fire apparatus, mobile drill rigs, or crane car-riers, is at the core of Hendrickson's business.

The Diesel Prime Movers certainly fall into thiscategory. Looking at the 180-DPM, small brother tothe 360-DPM, the unit is powered by a Detroit twin tur-bo '16V-71T, rated 628 hp at 2100 rpm in this applica-tion. lt drives through an Allison six speed CLBT-6061transmission. lt has a Cotta three speed TR-1955 aux-liary transmission.

Rear axles are Clark BD-121000, with ratings of150,000 lbs. GAWR. Front axles are Rockwell FU-935,with ratings of 33,200 GAWR.

"We really have to go with proven technology;the latest and greatest f rom Detroit, Caterpillar, Cum-mins, Allison, Spicer, Rockwell, Clark, Eaton andothers," said Marks.

"Our component selection is based on what ittakes to do the job, whatever customer preferencesthere might be, and the parts and service consider-ations that may be important due to geography of thejob site.

"The thing we try to keep in mind is that eventhough these are custom built vehicles, they are notexperimental. They are built to do this or that job forso many years and they simply have to perlorm." n

Fire truck chassis as well as complete vehicles are built by Hen-dtickson. They are powered by a vailety of Detrcit, Cummins andCaterpillar diesel options.

ENTER 3912 ON READER SERVICE CARD +

WNH SPTER fiM AXI,TS,A WDTstffi F ottY IHI BHltillltc.With nominal G.A.W. capacity ratings lrom 1,000 poundsto wellover 100,000 pounds, Spicer has lhe widest rangeol industrial axle choices in the business! But that lactalone is not enough in today's highly competitive market-place * you need a quality axle manulacturer in theU.S.A, that understands the special requirements olAmerica's demanding off-highway applications.Rugged $picer axles are hard at work every day under alltypes ol industrial vehicles such as goll carts, miningshuttles, garden tractors, vibratory rollers, trenchers,agricultural lractors, fronl-end loaders, and ofl-highwaylift lrucks. For over 80 years, Spicer application engi-neers have provon solutions lor ellicienl drivetrains. Byutilizing the variety of conponents and oplions available,original equipment engineers have the llexibility to specilyolf lhe shelf, or to custom design light or heavy duty lront0r roar axlss best suited lor their applications.Spicer axles ofler: optional limited-slip diflerentials, stan.dard, disc, wet disc, or air gpe brakes, lull float or semi.

lloat drive, rigid or steering drive up to 50o, planatary ornon-planetary wheel ends, custom mounting arrango-ments on carrier-type or banjo housings, and one ol thelargest selections ol hypoid or spiral bevel ring gears andratios in lhe industry. And...to complement the line olSpicer axles lor the industrial markets, Spicer light,medium, and heavy duty transler cases are designed loradditional transfer ol power flexibilily.Check lhe quality, features, and perlormance...thenspecily Spicer!

For more information, conlact: Spicer Heavy Axle Divi-sion, Oana Corporation, P.0. Box 2229, Forl Wayne, ln-diana 46801-2229, (219) 482-8440.

SPICER'

Stonding By ForThe City Of L.A.

By Dqve Bode

lf a major disaster strikes the city of Los Angeles,Cal., the L.A. City Fire Department's mobile communi-cations van powered solely by a John Deere diesel en-gine driven generator set could help save thousandsol lives. The van contains many thousands of dollarsworth of communications equipment standing readyto help coordinate the efforts of the city's enforce-ment and protection agencies, as well as publicgroups, in an emergency.

"We believe this vehicle may be unique becauseit combines many kinds of communications services,"says Capt. James Jeffery of the L.A. Fire Department."ln the event of an earthquake, major fire or explo-sion, for example, where entire communications sys-tems could be knocked out, this vehicle can serve asa command post, a base for a communication net-work and as a backup dispatch area." The vehicle'scommunications capabilities include ham radio withtwo-band capabilities; citizens-band radio; aircraftradio; 32-channel synthesized low-band channel; VHF9600-channel high-band radio; 13 L.A. Fire Depart-ment channels; and microfiche system to locate thenearest fire companies, ambulances and hospitals.

The John Deere-powered 45 kW at 1800 rpmgen-set is the van's only electrical power source. Theturbocharged, four-cylinder inline model 4276f en-gine, rated 74 hp continuous at 1800 rpm (w/o fan),was supplied by John Deere distributor Western En-gine Distributors of Bakersfield, Cal., to Diesel EnergySystems Co., Los Angeles, which handled the packag-ing'


Etectilcal power for the L.A. Fire Department's communications vat ls provided solely by the sound-attenuated, enclosed, 45 kW at 1800 rpm

John Deere dieset driven gen-set mounted behind the lH tractot's cab. Aluminum van was built by Aluminum Body Cotp.

+ ENTER 3910 ON READER SERVICE CARD 45

StandingBy...

Gen-set conslsls of a John Deere 4276T diesel driving a Lima genet-ator. Packaging was by Diesel Energy Systems Co. and includeddesign and construction of the generator control and switchgearpanel, plus sound-attenuated steel enclosure. Western EngineDistributors supplied the engine to Diesel Energy Systems.

Diesel Energy Systems mated the engine with aLima generator and mounted the unit on an inhouse-fabricated skid base. Major gen-set accessories in-clude Simplex automatic engine control, Dahl fuel/separator, Cowl silencer, JB radiator and LaMarcheengine starting battery charger. Additionally, the com-pany designed and built the generator control andswitchgear panel that includes Crompton meters andWestinghouse circuit breaker. Because quiet gen-setoperation is an important criteria, Diesel Energy Sys-tems fabricated a louvered steel enclosure sound-attenuated with some three inches of polyurethanefoam. Gen-set noise was reduced to 50 dB(A)at 50 ft.

Using Caldyne vibration isolators, Diesel EnergySystems mounted the complete gen-set package be-hind the cab of the 1977 lnternational Harvester cab-over-engine, 35,000 lbs. gvwr, Caterpillar 3208 dieselpowered tractor used to tow the van.

The 40 ft. long by B ft. wide aluminum van wasbuilt by Aluminum Body Corp., Montebello, Cal., withinterior design and fitting out performed by the LosAngeles Fire Department. Along with its communica-tions equipment, the self-contained van's facilities in-clude heating and air conditioning, stove, ref rigeratorand restroom.

When needed, the van is towed to the designatedcommand area, usually the nearest clear area avail-able for efficient operation but away from the actualdisaster area. Other radio equipped vehicles, such asthose operated by the police department, utilities,etc., are located nearby, with the van serving as the

46

central command post to dispatch and control thesevehicles. lt can also communicate with specially trainedpublic ham radio operators who would be used fordamage survey, etc.

The communications van was field tested in Feb-ruary, 1983, during an earthquake simulation programin the Los Angeles Coliseum, which was witnessed bypeople from fire departments and disaster relief or-ganizations worldwide. During the simulation, accord-ing to an L.A. Fire Department spokesman, "The vanwas used in conjunction with the Los Angeles PoliceDepartment. All the equipment, including the genera-tor set, functioned very well with absolutely no prob-lems. We're very pleased with it."

Shortly after the earthquake simulation, thespokesman pointed out, the van was used during anactual emergency when a tornado struck downtownL.A. A five-square-mile area was affected, and the vanwas set up in a large parking area side by side with theL.A. Police Department to coordinate search and res-cue, and fire and salvage operations.

The generating set is exercised weekly using thevan's electrical load, and its fuel is supplied by the lHtractor's two 50-gallon saddle tanks that also fuel thetractor engine. The gen-set automatically shuts downon high engine water temperature or low engine lubeoil pressure. ln the event of shutdown during emer-gency operation, the van's communications functionswould be assumed by the fire department's variousradio equipped automobiles that have 13 f requencies.

Generating set maintenance is handled by thefire department's completely equipped central shop,which maintains all the department's vehicles andequipment. n

Van's communications equipment could help save thousands of livesshould a major disaster strike LosAnge/es: During 1 983 field test andan actual emergency shottly thereaftet, reported the L.A.F-D., attequipment including the gen-set functioned very well with no prob-lems. lnterior design and fitting out was by the L.A.F.D.


See An Exciting World of New Technology...

TNTERNATIONATFTUID POWEREXPOS|T|ON',S44-b December 1984 o McCormick Place e Chicago USA

See all the newest in technology, products and integrated systems for power transmissionand control...all in one place, all at one time...at the inaugural lnternational Fluid PowerExposition {lFPEf . Massive both in scope and in content, this event is the only truly interna-tional'fluid power trade exposition ever heldl

Bring Your Problems & ApplicationsThe 1984 IFPE will be a unique, "solution-oriented" event:. Bring your product and application problems to the show. Highly-skilled engineers will be on hand to answer your questionso solutions will be worked out to improve your productivityr The newest in power and control systems will be on display. Latest state-of-the-art technology will be available for your inspection. A host of innovations and new products will be introduced at the showr Two free, concurrent engineering conference programs will offer fluid power theory

and application solutions designed to improve your productivity and profitability.

Three lnnoyatlve Application CentersNotjust another components show, IFPE'84 will feature actual, working examples ofprofitable fluid power applications in the unique Mobile, lndustrial and Pneumatic stand-alone Application Centers. Applications on display will include load sensing, microprocessorcontrol, robotic devices, metalworking machinery, packaging, construction, agricultural, andproduction equipment.

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For complete information, and to registerfor your free show badge, please contact:

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My lndustrygroup is:A D Metal ProductsB tr Machinery, non-elec.C tr Electrical MachineryD E Transportation Equip.E ! lnstrumenis, ControlsF O Chemicals, PetroleumG tr Plastics, RubberH tr Food, BeveragesI tr Engineering ServicesJ tr lndustrial DistribuiionK E ConstructionL n Other(Specify)

My primary

iob lunction is:M tr Chief EngineerN tr Project EngineerO tr Oesign EngineerP ! R&D EngineerO n Production EngineerR tr Plant EngineerS O Sales EngineerT E President, OwnerU tr Company OfjicerV o Sales, MarketingW ! PurchasingX ! Other(Specify)

m ril-i-mSTATE POSTAL

m tn ifm

NAME

TITLE

COMPANY

ADDRESS

CITY

COUNTHY

ocToBER 1984

PHONE NUMBER

47

ENGINE TECHNOLOGYRESSD

f- RiO G

Gerarnic Coating Of Diesel Components

Much of the attention in the use ofceramics for industrial engine compon-entry has been focused on the researchand development programs being doneto bring the technology to commercialuse.

As reported in the High Speed En-gine Roundup in the June issue of DreselProgress, a number of Japanese enginemanufacturers have announced thatcommercial use of ceramic parts in en-gines may be as close as 1985.

What is probably less well known isthe evaluation, testing and applicationof ceramic coatings to existing engineparts in day-to-day operation.

An example of this direction in ce-ramics, is the program currently under-way at AMT, Inc., (formerly AppliedMarine Technology Inc.) Miami, Fla.A recent visit with William Wright,president of the marine technology andengine repair company, revealed that,according to Wright, "AMT's Cerro-Plasmic program has moved beyond thetesting stage for us, to the point wherewe are receiving orders for coating en-gine parts from ship owners and enginebuilders.

"We have a good appreciation forthe academic side of ceramic technologyand feel it is now time to begin produc-tion based on the results of evaluationtests which are underway or alreadycompleted," Wright said.

AMT is engaged with a ceramicfirm'to put their proprietary technologyinto production and has begun a selec-tive sales effort.

AMT has invited participation froma small number of medium and low-speed engine builders and shipownersand currently has ll major companiesinvolved in an operational testing pro-gram, he said.

Wright pointed out that the abilityof the Cerro-Plasmic coatings to reduceheat transfer and resist hot gas errosionand corrosion may allow future enginesto be: more fuel efficient; operated onlower grade fuels; operated for pro-longed periods between overhauls; small-er; and lighter.

48

"Heat loss from the combustionchamber and exhaust gas system reducesthe output from the engine and turbo-charger. Testing is underway whichhopefully will show improved turbo-charger performance by Cerro-Plasmiccoating the inner hot gas passages of theexhaust manifolds and turbochargers,"said Wright.

During the past five years Wrightindicated that the crowns of over 500pistons of 15 in. (375 mm) diameter havebeen tested in natural gas fueled engine/compressor sets. To date over 5.8 mil-lion combined operating hours havebeen accumulated. Almost two years ofevaluation have been completed on die-sel engine exhaust valves running on1500 Sec. intermediate fuels with highsulfur and vanadium content.

Wright said that for one company,AMT has coated the entire combustionzone, (cylinder head, piston crown, inletand exhaust valve, air start valve andcylinder liner) and testing is underway.

One of the primary goals of the pro-gram is the reduction of exhaust valvefailures (which are sometimes cata-strophic) by substantially reducing theoperating temperature of the exhaustvalve head," Wright said.

"We are presently evaluating ro-botic systems for production coating ofnew and reconditioned components. Ob-viously, the equipment must have highquality controls and reproducibility toallow production of the volumes neces-sary for assured profitability," he add-ed. *


The marine market is being targeted by AMT Inc., Miami, for covering combustion zone enginecomponents with a ceramic coating.

ENIER 3817 Ol'l READER SERI/|CE CARD

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wlh rlercoolL'r ' OutpLll from 3U to 160 HP.

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81 r60

@ 3000

520j1147 54511202 55511224 2581569

NATUSAI- TURSO ..-.^"':::,.^ NATURAL I,IATURAI-

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SAME DIESEL1450 Highway.22 fastBRIDGEWATER I'] J OB8O7 USATelephcne 201i5609350ielcx 6929703 SL TRA PI

The reliability and durability of SAMEDiesel Engines have proven themselvessince '1927.

The Diesel Engine has always been oneof the strongest points of SAME.

This is the result of continuous analysis,research and practical tests.

It has been especially designed for longand heavy duty operation, with very lowconsumption in fuel, in direct proportionto the power produced.

High power at all engine speeds andrapid acceleration at low speeds.High output and operating economy.lmmediate starting and rapidavailability of power.High degree of adaptability to allenvironmental conditions.Long life and high reliability.Quiet operation, sturdiness.High standardization of components.Simplified maintenance and repair.

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i:

Shown here is an array of BMY tracked military vehicles. Alt are based on either the M88 or MTog chassls.

By Rob Wilson

Located in the heart of Pennsylvania Dutchcountry, BMY (Bowen-McLaughlin-York) division ofHarsco Corporation has been consistently producingMBB's every day since 1960. Actually, it's been doinga lot more than that, but the MBB production is certain-ly an index to the company's continuity as a builder oftracked military vehicles.

Having seen some advanced BMY vehicles, likethe new Field Artillery Ammunition Support Vehicle(FAASV) or M992, we welcomed the opportunity totour the York, Pa., facility, visiting there with James S.Schroeder, vice president, Peter J. Hoet, managerNBC development and advanced systems develop-ment, and Michael D. Whittier, project manager.

We found BMY to be a highly integrated manu-facturing concern, with over one million square feetunder roof on a .l30 acre tract, complete with a smallprovrng ground. BMY is much more than an assem-bler. lt also machines many major components usinga variety of numerically controlled and conventionalmachine tools. Powerplants and drive trains are com-pletely packaged at the BMY facility and then dynotested before installation into the vehicles.

The engineering content of these vehicles is ex-tremely high and, impressively, one out of everyseven people employed at BMY is involved in re-search, development, engineering and tech support.

50

"Over the past few years," said Schroeder, "wehave made a very conscious effort to become a truesystems house and not simply a production house. Asa result we now have over twenty development pro-grams that we are working on, some major and someminor. This is on top of our current production con-tracts. "

Changes in military procurement policies havefostered this change. For example, BMY formerly gotinvolved in sales to governments other than the U.S.only through so-called Foreign Military Sales or FMSpackages. The actual sales were from the U.S. gov-ernment to another government.

Now BMY sells directly to other governments,with State Department approval, of course. ln thespace of only two years, fully 50% of BMY's currentsales backlog is now accounted for by direct sales togovernments outside the U.S.

BMY's current productton contracts are all basedon two basic platforms, the M88 and the M109, bothof them featuring diesel power. The MBB platform ispowered by the Teledyne Continentat AVDS-1790-2DR Rise engine driving through an Allison XT-1410-4transmission. This is the same basic engine as thatused on the M-60 main battle tank. The Continentaldiesel is rated 750 hp aI2400 rpm in these applica-tions.



MILESAHFAD

THE NEUII MAGNA MITE''lntroducing the new Magna Mite Generator from Marathon Electric.

Compact, Efficient. Rugged. Miles ahead in performance and reliability.

Rated from 20 to 10$kV[ the Magna Mite line is built to perform in your toughest applications.Standard features include: sealed ball bear,ings, an environmentally protected insulation system, an

encapsulated solid state voltage regulatorwith = 1/zo/oregulation and 2/apilch windings for

low TlF and harmonic content.

For prime or standby power, specl.-[4:6,fy1agna Mite Generator for your next application.Marathon Electric Mfg. Corp., 100 East Randolph St., Wausau, Wisconsin 54401 USA (715) 675-3311

ErffiONllElEl_EFa-l=lF!

EIITB'a0 OII trADT SEffrcE CARD

DevelopmentBase...The M109 platform features a Detroit Diesel

BV-71T, rated 405 hp at 2300 rpm, driving through anAllison XTG-411-2A transmission, with four forwardand two reverse speeds.

BMY has been producing the M10942 self pro-pelled howitzer (SPH) since 1973 and this vehicle isthe base for the new FMSV (which is now undergoinginitial production tests at the Yuma Proving Ground)as well as a Fire Direction Control/Command postVehicle, designated the FDCV/CPV.

Though not in current production, BMy has alsoproduced the M107 self propelled gun, the M110A2self propeJled 8 in. gun, and the M578 light recoveryvehicle. This series is called a "Family Of Vehicles"since all units are based on a common chassis.

The new FAASV (Field Artillery Ammunition Support Vehicle) wittundergo initial prcduction and fire suppression sysferns test thrs fal.The Army has srgned contrccts for 178 of them.

Since its inception the M109 has been dieselpowered, but it wasn't until 1975 that the MBSs wereconverted from gasoline to diesel power. And BMywas the company that handled the conversion of theexisting fleet and also produced new vehicles.

"An interesting story behind that," reflectedSchroeder. "The impetus actually came from theShah of lran. Everything else he had was diesel, ex-cept the MB8s. He approached our government and,in fact, even put up the money for the prototype.lronically, the Shah never got the benefit of the con-version. But many other governments have, includingthe U.S."

"You never say 'never' in this business," addedPeter Hoet, "but basically nothing but diesels are con-sidered today for military vehicles. Experimentationwith alternate powerplants will continue and it's cer-tainly important to foster these developments. Butthere's also no question that the current leading edgefor combat proven vehicles belongs to diesel power."

ln tilting toward the direct sales approach withoutside governments and the continued strengtheningof its systems approach, it is evident that BMyshorizons with respect to engines and powertrains isbroadening.

"Basically we have two different chassis and weuse two different engines to power them. We've come

52

up with quite a few derivative vehicles. They are solidproducts," believes Hoet.

"ln essence, though, we formerly had only onecustomer. Now we have many customers and wehave to adjust our products to their requirements. Sowe're looking at more radical modifications to meetthese needs, including the drivetrain.

BMY feels the commercial sector can providemany of the answers. Commented Michael Whittier,"Regardless of what some people may think, this is anextremely competitive business. And you can't devel-op a new engine or transmission for 25 vehicles thatyou'll deliver in 1985 or 1986 even if cost were not anissue.

"But it is an issue and engines that are sup-ported by a volume commercial base direcily addressthis cost pressure. We take our commitment as a sup-plier to the U.S. government very seriously, but westill have to recognize that other governments havedifferent requirements and preferences."

BMY's development efforts are not just recentevents. lts development program, in fact, began withthe M74 Armor Recovery Vehicle in 1952. Many pro-mising programs are currently underway.

These programs include a counter obstacle ve-hicle (COV) and command post vehicte (CPV) basedon the M109. The CPV is hardened to nuclear/biolog-ical/chemical (NBC) warfare. Then there is a heavy as-sault bridge vehicle under development, to be based onthe gas turbine powered M-1 battle tank chassis. BMyis also participating in the development of an amphib-ious assault vehicle, called the LVTX, for the U.S. Ma-rine Corps. And there are a number of derivative vehi-cles to be based on these development programs. Forexample, BMY actually has conceived four differentversions of the assault bridge.

These development efforts, together with the di-rect sales approach with outside governments seemto bode well for BMY. "ln addition," commentedSchroeder, "this broader exposure has made us amuch stronger, more innovative supplier to our owngovernment." n

The Ml 10A2 self-propelled howitzer ispowercd by a DetroitAesel 8V-71T with anAllison XTG-411-2Alransmlsslon. The engineis rated 405 hp at 23O0rym.

The M88A1recovery vehi-cle is poweredby a Continen-tal AVDS-1 790-2DRRise enginedrivingthrough anAllisonxT-1 41 0lransmlssion-

ENTER 3913 ON READER SERVICE CARD +

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9n7644

oIL&GASRESSD

t- RiOXGlngersoll-Rand's HOS Gas Compressor

Kurz & Root can serve your total needs, For quality, and commitment

since 1898, choose from the full line of K & R power:

Ingersoll-Rand Company has an-nounced its new HOS gas compressorfor gas production applications both on-shore and offshore. The HOS has en-larged piston rods for greater load han-dling capability, new high-flow valves toaccommodate larger gas flow volumes,and specially designed gas passages foreasier flow and reduced pulsations, I-Rsaid.

HOS cylinders employ heavier,more durable castings and have a thickerbore wall. All HOS cylinders have beenthoroughly hydrotested to insure a seal-ed compressor case, the company added.I-R said performance advantages of theHOS's improved design include improvedflow rates; 50,000 lbs. rated rod load:600 to 3900 hp; and three frame sizes -two, four or six throws. The HOS isavailable with speeds up to 1200 rpm.Testing was done by I-R engineers at thecompany's Closed Loop PerformanceTest Center in Painted Post, N.Y. *


. Motor generator sels, 50 lo 400 Hz . Other electrical equipment ot

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Mainlenance. service or repair-nobody slocks arge-bore diesel pails and accessories I ke the lllman JonesPowerhouse. More lhan 40.000 square leetol warehousespace allows lllman Jones lo olfer one of the largeststocks ol hard-lo lind repa r parts in the world Pislons,ners bear ngs. cylinder heads, lue injection equipment,

gaskets . the Powerhouse has lhem al and ior avar ety of engines: Fairbanks'Mo.se Nordberg, White Su-penoI Worthngton. Coopet Eectro-N,4otive, Aco, Atlasand Enterprise. And, I lman Jones Powgrhouse serulcedoes more All ol our patls aebackedby our wailanly loyour salisfaclion Looking for parts? Call lhe I man Jones

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Delco Freedom Batteries knowthe score. You can probably think ofa million better things to do thancheck the water levels on a battery.Thats why Delco Freedom Batteriesare engineered so you don't have toadd water. Ever. Freedom's designvirtually eliminates water loss due toan improved wrought lead-calcium"Delco Power Grid." It also resistsovercharge, gassing and thermalrunaway. Freedom's sealed poly-propylene case keeps out dirt andcontaminants, too. And the Freedomline can give you plenty of power to

wake up your machinery on icymornings, hot afternoons, anytime.Available with either SAE taperedposts or threaded posts for sealedconnectors.

Line-haul workhorse. Take theDelco Heavy-Duty 1200.|ts highlysuccessful in line-hauUhigh-mileageservice. A powerful laborer for trucksand buses.

Cold-weather cranken The DelcoHigh-Power 1110. For those big die-sels that need extra cranking power,especially in cold-weather operation.

High-cycle specialist. When youneed reserve po\ryer for long periodsof idling or special power drains, theDelco High-Cycle models can han-dle the jobs. Ideal for RVs, emer-gency vehicles, reefers, car haulers,and off-highway applications.

Delco Freedom Batteries. Whenyou want power for the vehicles youequip-put them in your starting line.

Delco Remy, Division of GeneralMotors Corporation, Anderson,lndiana 46018.

ETEThc lcadcr under thc hood.

ocToBER 1984

EsrcoRsrrilJ

POWER SYSTEMSBUSINESS BRIEFS

Modine Manufacturing has reached anagreement in principal to acquire Eski-mo Radiator, a builder and warehousedistributor of automotive heat transferproducts. Modine said Eskimo wouldbecome part of a new regional sales andservice center, Modine Southwest. Eski-mo has a manufacturing plant in LosAngeles and distribution centers in LosAngeles and Denver.

Flex-a-lite, the Tacoma, Wash. basedengine fan manufacturer, has changedits name to Flex-a-lite Consolidated,Inc., and opened a new 10,000 sq. ft.central distribution facility in Jackson-ville, Fla.

Lister has appointed Cummins DieselSales to cover North Dakota and somecounties in Montana; Kohler has pickedInterstate Detroit Diesel as its generatordistributor for Minnesota, North Dako-ta, northern Wisconsin and part ofMichigan's Upper Peninsula.

New generator set power ratings forpackages using its Series 92 diesel en-gines, have been announced by DetroitDiesel Allison, according to Harry Ni-chols, manager distributor sales electricpower applications. New ratings forDDA's Series 92's include for the6V-92TA at 50 Hz - 185 kW/23t.25kVA; at 60 Hz - 2N kW /250 kVA. At50 Hz the 8V-92T is rated at 235kW/293.75 kVA and at 60 Hz, 270kW /337.5 kVA. The 12 V-92T at 50 Hzis rated 375 kW/468.75 kVA and at 60Hz, 425 kW / 531 .25 kVA. The t6V -9ZT ,at 50 Hz, is rated 485 kw/606.25 kvAand at 60 Hz, 555 kW/693.75 kVA. Theratings include generator efficiency andfan horsepower losses.

Detroit Diesel has announced new ratingsforils Series 92 powered generator sets.

Iveco Trucks of North America has an-nounced a 16,900 lbs. gvw, model2230T, powered by a six-cylinder Tur-bodiesel. The engine is rated 130 bhp at2700 rpm with a maximum torque of 286ft. lbs., with a five speed synchronizedtransmission. Three wheel bases: 141.7in. (standard), ll8.l in. and 173.9 areavailable.

A 16,900 lbs. gvw truck, powered by a six-cylinder turbocharged diesel has been intro-duced in North America by Iveco Trucks.

A new company, Heavy Duty AmericaMarketing Group, has been formed tomarket fuel filter/water separator re-placement elements. Based in Ceres,Calif., the company initially plans to sellits replacement filter elements throughdirect marketing programs.


+ ENTER 3931 ON READER SERVICE CARD

--ffir.-d

A new marketing agreement has been

announced between Sundstrand Corp.and Brevini S.p.A. of Italy giving Sund-

strand exclusive rights to build and mar-ket Brevini planetary and spur gear

products in North America and nonex-clusive rights for South America and

other selected world markets.

Waukesha Engine Division, has enteredinto technology purchase, development,and transfer agreements with Guascor,S.A., a diesel engine manufacturer based

in Zumaia, Spain. The Guascor F series,

a 152 x 165 mm bore and stroke diesel,will become the basis for the new enginefamily, to be produced and marketed byboth organizations. Four diesel modelswill be jointly developed to cover the 450

to 1200 range at 1800 rpm. At present,

six-cylinder diesel engines are already inproduction at Guascor's Zumaia facility.Waukesha will also undertake develop-ment of a parallel family of natural gas

engines producing 360 to 1000, also at1800 rpm. The new engine series will be

marketed worldwide by Waukesha and

Guascor.

The Memphis Fire Dept. has received a

new fire boat built by MonArk BoatCo., Monticello, Arkansas, which fea-

tures twin engine propulsion package us-

ing Cummins' new 68T 5.9 liter diesel

engines. A third identical engine willdrive the fire pump. All engines are rat-ed 152 hp at 2500 rpm.

Eleven new Tecogen cogeneration mod-ules (May, Diesel Progress) have been

ordered from Thermo Electron.Powered by Chevrolet 454 cu. in. gaso-

line engines operating on natural gas orpropane, the modules develoP 60 kWand 440,000 Btu/hr. of hot water. Twomodules each will go to a college in Mas-sachusetts, a high school in Pennsyl-vania and a YMCA in Connecticut. Fivewill be installed by a Northeastern gas

company in a variety of building uses.

This recent order brings to 26, the num-ber of Tecogen modules ordered or in-stalled.

Business is on the upswing among equip-ment distributors, the Associated Equip'ment Distributors association (AED) re-ports. AED figures show business up a

median 2390 among light equipment dis-

tributors; 2090 among heavy equipmenthouses; with general houses up 13.590.

Atlas Copco North America Inc. has,

through its subsidiary Atlas Copco Comp-

tec, purchased Lotema Corp., Canfield,Ohio, a builder of reciprocating com-

ocroBER 1984

pressors, expanders and centrifugalcompressors. The Lotema operationswill by incorporated into the Comptecorganization in Voorheesville, N.Y.

Net sales 10090 over the correspondingquarter in 1983 have been announced byMack Trucks Inc. Heavy duty (Class 8)

and medium duty (Class 6 and 7) truckdeliveries rose 15090 and 72Vo respec-

tively.

Diesel ReCon Co., Cummins' engineand component remanufacturing group,

has announced a Custom Registry Cov-erage program which gives the same

500,000 mile major component protec-tion available for new Cummins engines.

This prograrn is in addition to ReCon's100,000 mile'engine warranty.

Design improvements have been an-nounced for International Hough's TD-25G crawler dozer including a CumminsKT-I150-C diesel (320 hp), larger bladecapacity, a new modular steering drivecontrol, along with improvements to theundercarriage and power train.

Ask us how TROMBETTA. . . Reduces Solenoid Burnout. . . Eliminates Switch Problems

onEngine Run DC SolenoidsEngine Shutdown DC Solenoids

Ask us how TROMBETTAReduces Adjustment ProblemsEliminates Complicated Linkages WithSimple Push or Pull Designlnterchanges With Your Present Solenoids, orOffers Other Sizes With Features ThatReally Fit Your NeedsGives The Best Delivery ln The Business

CALL and ASK US . . . 414-271-8346Or Write For Bulletin 304-DP

TROMBETTA CORPORATION.1633 East North AvenueMilwaukee, Wis. 53202


57

MOBILE POWERRESSD

t-' RJ(CXG

Ford's 1985 Tractor Lineup

The 5454 troctor-loader-backhoe features a Ford 60 hp, three-cylinder 201 CID diesel with achoice of three transmissions.

Ford's 5554 tractor-looder saw a number of improvements inctuding a new front-wheel-driveoption and o five percent increase in its horsepower rating to 62 hp.

58

Ford Tractor Operations intro-duced what it called a new and improvedlineup of seven tractors, tractor loadersand tractor-loader-backhoes.

New features include increasedhorsepower ratings on all seven newmodels and headland-piston-equippedengines on tractor models 54OB, 545A,555,4. and 555A XL. Ford also mentionedan all-new "on-the-go" front-wheel-drive option on the 555A, 555.4, XL,along with cab improvements on threeother models.

Built at Ford Tractor's plant inRomeo, Mich., the new industrial trac-tor models the 3408, 4454, 5408, 5454,555A, 555,4 XL and 7554, replace sixother models.

A stnopsis of the engines that pow-er the new tractors, all ofwhich use Forddiesels include (with previous horsepow-ers):

Model

34085408u5A545A555A & XL755A

HPl(OlO

48 (44)

60 (55)48 (47)60 (55)

62 (t:7)

100 (,90).

eyl. qID

3 1923 20'l'3 .1923nt3 201:4 268

Among the more significant changes,were those with the 555,4' and 555,4' XLmodels. Improvements mentioned byFord besides the "on-the-go" front-wheel-drive for extra traction include anew hydraulic bypass valve system; a4.ll:l axle ratio (from 3.5:l) a solidfront axle (on two-wheel-drive models)and a new dump valve on the 4 x 4 pow-er-reversing transmission.

Ford also noted that its special low-center-of-gravity tractors, the 2910 LCGand 4610 LCG for use on hilly or rollingterrain, featured new power: the 2910with a 40 hp, 175 CID three-cylinderdiesel and the 4610 with a 59 hp 201 CIDthree-cylinder diesel. *


POWER SYSTEMS

Digital Interface Bargraph

The Dixson Bargraph is now availablewith a digital interface option. Designedfor applications requiring an analog rep-resentation from a parallel bus digitalsignal, TTL or 5V CMOS compatible.The data input strobe line can be con-figured to accept a positive transitionstrobe by either an outside source or byan onboard clock. This allows the abilityto interface with a variety of digitalequipment, Dixson said. There is no

zero or span adjustment; calibration is

not required.

Two models, the 051 and 101 segmentare now available with digital input. Op-tions include: 2.5 digit digital readout,analog output, display dimming and set

points.

Self-Powered Sensors

Monarch Instrument has announced the

availability of a new family of self pow-

ered sensors. The SPS series self powered

sensors provide a TTL compatible pulse

train output trigger for spectrumanalyzers, digital storage oscilloscopes,waveform analyzers and other single

pulse per revolution triggered instrumen-tation. Self powered sensors are capable

ocToBER 1 984

of detecting a reflective pulse, from atarget consisting of reflective tape or li-quid, at distances of up to 3 ft. from theobject and angles up to 45'. The sensor

assembly provides a 5 to 0 V negative go-ing pulse or 0 to 5 V positive going pulse

on a BNC connector. Self powered sen-

sors are supplied with a rechargeable bat-tery pack which operates up to eighthours continuously or with a cigarettelighter plug for vehicle power.


Generator Assembler

A-l Power Equipment & Supply Co., St.Charles, Ill. is now specializing in the en-gineering, and design of custom fabri-cated components for the engine/tur-bine-generator/pump dealer market,worldwide. A-l Power said it has the ca-pability of assembly, testing, and evalu-ation of most products required by thedealer organization.

ENrER 3e17 oN READEB,?sERvrcr"lo)"o*

u,


For the powet to perfotm,think Prestolite.

For the new Hummer, start-ing motors, alternators, elec-tronic control boxes andbattery cables came fromone powerful source-Prestolite.

With good reason. Wedesign and manufacture stan-dard and specialty electricalcomponents for military vehicleand generator-set applications.ln the volume you need.High. Or low.

Think of Prestolite forheavy-duty cranking motors,alternators, starter lock-outmodules, battery chargingalternators, main electricalcontactors and related elec-tronic components built tostringent military specifica-tions. Put the power to performto work for you. Contact WaltBates, (419) 255-4340.

LtlEt Automotive Prestolite511 Hamilton StreetToledo, Ohio 43694

H


59

Plug into aworld of

energytechnology

Name

You can plug right into energy technologyfrom more than 20 nations around the worldat the eighth annual Energy-sources GchnologyConference & Exhibition slated for the LoewsAnatole Hotel in Dallas, TX, February 17-21,1985. Eleven professional engineering societiesworldwide will power the event with latest infor-mation in eleven comprehensive symposiums(see listing on right).

Get ETCE on your schedule now - either toattend, to exhibit or both. If you would liketechnical program or general information,photocopy or clip this page, check the sympo-sium(s) you are interested in, and complete theblanks below. Mail to:

ETCE Information, P, O. Box 59489, Dallas,TX 75229, Or Phone (21,1) 2'17-1747.

X Offshore Mechanics & ArcticEngineering Symposium

n Pipeline EngineeringSymposium

X Drilling & ProductionSymposium

I Diesel & Gas EnginesSymposium

E Technical Economics, Synfuels& Coal Energy Symposium

E Advanced Energy SystemsSymposium

Company

St-Zip-'detailed information on

n Energy Management for ProfitSymposium

n Hydrocarbon ProcessingSymposium

tr Wind Energy Symposium

n Industrial Pollution ControlSymposium

tr Manufacturing SystemsEngineering Symposium

Address

City

n Please send meexhibiting at ETCE

8th AnnualereEnergy-sources Technology Conference & Exhibition

Loews Anatole Hotel- Dallas, TX, USAFebruary 17-21,1985

SPONSORS: American Qociety of Mechanical Engineers . American lnstitute of Plant EngineersAmerican Society of Lubrication Engineers o Canadian Society for Mechnical Engineeiing

lnstitution of Mechnica!-Engiheers(United Kingdom) r ltalian Association for Otfshore & Mariie Engii'eers (AIOM)London Centre for Marine Technology. 11"11on", Association of Corrosion Engineer5

Norwesian societv " Si:,:iJ?? F,ltl!"ffif1[:];"t"Ts;""it"t?Jar

Architects or Japan

60 DIESEL PROGRESS North Amerlcan

ENGINE PACKAGING

Johnson Er Tovvers'Turbo Marine Diesel

Johnson & Towers, Inc., MountLaurel, NJ has introduced a new 318 cu.

in. 6V-53T turbocharged diesel engine

for marine use. According to Al Harris,J & T vice president and general mana-ger two ratings will be available on theengine; a top end of 375 at 2800 rpm,along with a 330 hp version.

The engine is designed for sportfishing yachts and fast cruisers 35 to 38

ft. with twin engine installations and in28 to 32 ft. single screw boats.

The engine will be marinized by J &T, based on Detroit Diesel's 53 series

engine which has undergone a variety ofdesign changes as part of DDA's "For-ward Planning" program (Diesel Prog-ress, November, 1983).

The engine will be equipped, for the

first time in the 53 series with crossheadpistons. It will also have a new cylinderblock design, bigger oil pump, larger

lube oil passages for better oil flow and a

special heat exchanger. J & T will pack-age the engine with a Borg-Warner 7000

marine gear.The two piece crosshead piston with

floating skirt doubles the bearing area inthe engine enabling it to withstand heav-ier loads, leading to improved durabil-

(Left) Johnson & Towers has intro-duced a marinized version of the De-troit Diesel 6-53T diesel. The enginewill carry a top rating of 375 hp at2800 rpm, with a 330 hp version alsoavailable.

ity, as well as better cooling of the pistoncrown for longer piston life.

The new J & T marinized 6-53T mea-sures 54.5 in. long, 34.375 in. wide and42.375 in. high, with a weight of 1850

lbs., without gear. *


PRTGISE GllIITRll]You can control engine speed reliably and ac'

curately with a United Technologies electricgoverning system. Proven design makes eachcomponent practically maintenance free, ex-tremely reliable and flexible in applications withdiesel, gasoline or natural gas engines.

United Gchnologies Diesel Systems is themost experienced producer of all-electric actua-tors, controls and magnetic sensors with thou'sands installed around the world. We build oursystems to last-in fact, to outlnst the enginesthey serve.

For a copy ofour new brochure, send couponto United Gchnologies Diesel Systems, Mar'keting Department, 3664 Main St., Spring-field, MA 01107.

Returncoupon fornew brochure.

Zip

-

MYHlliPo.oc=s&I{ DIESELSYSTEMS

ocroBER 1984ENTER 3922 ON READER SERVICE CARD

MOBILE POWERD|_- RJOXG RtrSS

Hyster's NeurVibratory Compactor

An 84 in. self-propelled single drumvibratory compactor has been announcedby Hyster Co.'s Construction Equip-ment Division. Hyster said the new C850has several innovative features, forheavy-duty soil compactors.

Pneumatic isolation shields otherparts of the compactor from drum vi-bration. Vibration goes to the drum forcompaction and not to the frame, Hys-ter said.

Independent full hydrostatic drivegoes to each wheel. Two engine optionsare available: 145 hp Detroit Diesel 8.2 Ldiesel; or the 155 hp Caterpillar 3208.

The engine has been located in therear and is reversed for reduced noise,improved cooling and to facilitate main-tenance. Opening the rear door affordsaccess to hydraulics, filters and otherserviceable components. Multiple filtra-

tion protects the circuitry. Commonsizepressure test ports are provided on allcircuits. The l0-ton C850 delivers 40,000lbs. of centrifugal force over the 84 in.width of the drum. The frame is bal-anced from left to right and from frontto rear to direct maximum force into

drum vibration. The hydrostatic drumvibrator has an 1800 VPM range; fre-quency is variable. The C850 has an in-side turning radius of 9 ft. 3 in. Theframe oscillates at l5o+ to maintainground contact and stability; 23.1 x 26diamond-tread tires are standard. *

ICUT OH TEAF ALONG DOTTED LINE & ROUTF TOI

GEN.SET ENGINEPROTEGTION:

SWICHGAGE@ DIAGNOSTIC ACCURACY

A. Engine Oil Pressune (zGPlB. Engine Tempenature (20-TlG. Engine Coolant Level tEL-150-KllD. Oil Level Regulaton (LR-9001

E. Fault-in-Circuit (518-APHI

MEETS NFPA SPEGS.REMOTE ANNUNGIATORMURPHYS STIO-HG

IMPROVE ENGINE PREVENTIVE MAINTENANGE:Murphy SWICHGAGES@ are full-time diagnostic gauges & cnitical limit switches for pressure,temperature, level. They will fit right into your panel; call or wnite for a free catalog and/orask for a quote on youn application.

zcIf

2,.llo o@u->=6o=tzJ -7d>9@urr;-Iq_LFEii!O>it<o .-a>JU>I-II[=c4E'E&l>ll>t>>

I rRanx w. -

F il[!t'P,F,HHOME OFFICE - P.O. Box 47O24A IUba, Okla. 918/627-3550

ALSO MFG. PLAIIITS AIIID AFFILIAIES BELOW:P.O. Box 36980, Houston, Teraa 77036 7131342-O2lt722 Blsckmoor Rd., V.ruood, Dorsrt BH21,6AY, England (O2O21827223215 Psrramctta R@d, Auburn, (NSW) Auslralla O2lU7-1977P.O. Box 788, Palmdal., Calltornla 9355(1 gOg272-47OO

62



POWER SYSTEMSPRODUCTS

. . . continued

Engine Protection Package

An engine protection package has been

developed by Instrument Sales and Serv-ice. The Isspro R1235 engine protectionpackage consists of a bar alarm watertemperature and oil pressure gauge, lowwater level sensing system, and a shut-down control module with a 30 seconddelay. The protection package will sense

high water temperature, low water level,and low oil pressure, providing full pro-tection for an engine. The bar alarmgauges are accurate, the temperature be-

ing +2oF. The package is designed forall types of mobile and stationary equip-ment.


Engine Air Throttle System

RMH America, a division of MaverickInternational, Inc., has introduced a

new engine air throttle control system

for use in mobile and industrial applica-tions. The new engine throttle system of-fers a variety of throttle pedals, regula-

tors, hand controls, and adaptable actu-ating cylinders for many applications.The products are primarily used on airequipped trucks, buses, off-highwayequipment, forklifts, mining equipment,cranes, and for stationary industrial en-gine applications. Several throttle actu-ating components are available. In addi-tion to a standard, through-the-floorpedal model, a firewall mounted, above-

the-floor pedal version is an option foruse where space is limited. Hand throttlevalves and regulators are available foruse where engine rpm control is needed

for operating hydraulic pumps and ac-

cessory equipment. The actuating cylin-der is designed to be adaptable for manyapplications. The cylinder stroke and

ocToBER 1984

output force can be changed, and thecylinder can be reversed from a pushingto a pulling actuator. The cylindermounting bracket is also adjustable, oralternate brackets can easily be used.

RMH America also manufactures a fullline of transmission shift controls, air-over-hydraulic controls, and industrialcontrol valves that can be interfacedwith the RMH Engine Throttle System.


Silicone Radiator Hose

Purosil 70 heavy duty four ply siliconeradiator hose is designed for five years

or 500,000 miles of service. It is also said

to eliminate the problem of "cold waterleaks". Heater hose, curved and flexibleradiator hose, turbocharger, and vac-uum hose are available.


X#trdi,Wrr*'--ot


MOBILE POWERD Ri(o G RESS

lnternational-HoughAdds Cravvler Dozer

International-Hough announced ithas entered the 400-500 hp crawler dozermarket with the introduction of theTD-40.

Rated at 460 hp, the TD-40 be-comes the largest crawler dozer in thatsegment of International-Hough's con-struction equipment line. Other crawlerdozers range from the TD-7E (65 hp) tothe TD-25E at 310 hp, the unit immedi-ately down in size from the new TD-40.International-Hough, Libertyville, Ill.,is part of the former International Har-vester construction equipment group,which is now owned by Dresser Indus-tries.

The power for the TD-40 is deliv-ered by a Cummins KTA-1150C dieselrated 460 fhp (SAE) at 2100 rpm. Theengine drives a single stage, single phase

Rockford torque converter into a three-speed, full power shift transmission.

A two-speed steering drive package,which includes the pinion and bevelgears is mounted to the tractor frameand connected to the transmission by a

coupling. For final drive, double reduc-tion units, with splash lubricated pinionand bullgear at the initial stage and an

outboard planetary at the final stage isused. The final drive engages the steer-ing drive package through another cou-pling set.

Other engine related componentryincludes Donaldson silencers and aircleaners, a Modine radiator, Per-fix oil cooler and Schwitzerfan.

According to NilsBark, vice president,

c.tengineering, the six

basic component groups in the drivetrain; engine, torque converter, trans-mission, steering drives and the two finaldrives, are modular and can be inter-changed as complete assemblies, withoutdisturbing the other modules.

Service was given as a primary rea-son for this type of modular drive pack-age. A module can be interchanged inthe field, which allows work to be doneon it in the shop, instead of in the field,

while at the same time reducing replace-ment time, Bark said.

Manufacturing also benefited fromthis arrangement, Bark said, as the in-dividual modules can be tested beforethe full vehicle is built.

With a full "IJ" blade, the TD-40has a capacity of Vl cu. yds., with a semi

"U" blade, the capacity is 20 cu. yds.Length is 295.7 in., width is 141.73 in.,(including blade). *

l;

(Above) The TD-40 features double reduction final drives with a bullgear first stage andptanetarJ second stage providing the desired reduction at the sprocket. (Below)

Designed to compete in the 400 to 500 hp crawler do4er market segment,lnternational-Hough has introduced the new TD-40 model rated 460 hp.

Engine power is via a Cummins KTA-|150C diesel engine.

64 DIESEL PROGRESS North Amerlcan

ENTER NUMBERS FROM ADVERTISEMENTSAND EDITORIAL SUBJECTS

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MY MAIN BUSINESSGLASSIFICATION IS:(Chock one only)18 n Manufaclurer/Packager ol Generator,

pump or compressor sets

30 ! oistributor lor engine poweredequipment

36 L l Marine: operator, builder, architect,andior en0ineer

40 fl iilanutacturer ol engines

50 [] Engine distribut0r or service/rebuildlacility

62 fl Manulacturer ol c0mponents, syslemscontrols and accessories

63 l 0E Manulacturer of engine poweredvehicular equipment

71 l, oil and Gas Industry

76 I Construction contraclors

77 !l l\ilining,0uarying and logging

78 ; I Highway transport truck lleel

79 i I Railway Equipmeni operators

82 r : Public Works, Commercial &Industrial Power Equipment users

9l i I Consulting Engineers; Eleclrical &Mechanical Contractors

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MY MAIN BUSINESScLASSTFtCATtON tS:(Check one only)1 8 n Manulacturer/Packager of Generator,

pump or compressor sets

30 ! Dislributor lor engine poweredequipment

36 n Marine: operator, builder, architect,and/or engineer

40 ! Manufacturer ol engines

50 n Engine distributor or service/rebuildfacility

62 n Manulacturer 0l components, systemscontrols and accessories

63 ! 0E [4anufacturer of engine poweredvehicular equipment

71 n Oil and Gas lndustry

76 n Construction contractors

77 I Mining, ouarrying and loqginq

78 ! Highway transport truck lleet

79 ! Railway Equipment operators

82 ! Public Works, Commercial &lndustrial Power Equipment users

91 n Consulting Engineers; Electrical &l\4echanical Contraclors

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DIEM&.GASmffi



MOBILE POWERRtrSSD|_ Ri(o G

A Revival For The Unimog?

Mercedes-Benz of North America is

in the midst of an effort to increase themarket penetration of its multi-purposeUnimog vehicle.

The Unimog (an acronym on the Ger-man words for multi-purpose power unit)has had a bit of a checkered history. In-troduced in 1965, there are, by MBNAestimates, some 1600 vehicles operatingin North America.

Yet the Unimog has never been as

popular domestically as it has in Europe,especially in Germany where it is a cen-tral vehicle in the West German militaryfleet and has application in a variety ofother uses.

Flexibility is the main feature beingpromoted for the Unimog. "Airports

are a perfect example," one MBNA offi-cial noted, "you see all kinds of snow re-

moval equipment standing idle, doingnothing, during the summer. The Uni-mog can function very efficiently insnow removal use and yet do a lot ofother things during the other seasons."

MBNA feels that same flexibilitYwould allow the Unimog to do the workof a number of vehicles in public works

and highway maintenance uses, as exam-ples.

The key to that flexibilitY, MBNAfeels, is a quick hitch system for chang-

ing implements. Using the above exam-

ble, a snow plow can be changed to asnow blower in five minutes, by one per-

son.

Two Unimog models are currently of-fered in the United States: the U900 and

the more powerful U1200. Both vehicles

are powered by engines in Mercedes

OM352 series; 346 cu. in., inline, six-

cylinder diesel engines rated 94 hp and

130 hp respectively for the two vehicles.

The engines are mated to an eight speed

transmission.An optional transmission is avail-

able for the Unimog U1200 with eightforward and reverse high speed gears,

eight intermediate forward and reverse

speeds and eight gears in the low speed

range. This package selection allows forspeeds from 0. I mph to 50 mph.

The flexibility features extend allthrough the drive train. For severe grade

use, such as in mowing applications, a

hydrostatic drive system is available.The pto output is unaffected when the

driving speed is adapted to changes inthe operating conditions. In otherwords, variable forward vehicle speed,

with the speed of the pto held constant.The hydraulic control system, operatingat front and rear connections, operates

with pressures up to 2560 psi and 2840

psi on the U1200.MBNA also notes that all Unimog

models have a hydrostatically operated,

three-way tipping platform for a body ormounting of implements. The payload

ranges from 7715 lbs. for the U900 to8820 for the ul2oo'

! ,,0" osenga -

Mercedes-Benz of North America is pushing the ftexibility of the Unimog os a key sales feature,as illustrated in this configuration.

ocToBER 1984

The two Unimog's offered in North America,the L/1200 and U900 ore both powered by die'sel engines in Mercedes-Benz OM352 series.

The Unimog is parliculorly noted for its snow fighting capabilities.

6s

ENGINEACCESSORYRESSD

f- Ri(o ts

Waukesha lntroducesFuel Saving Control

A new control from Waukesha En-gine is claimed to save 5-7a/o on naturalgas consumption in stationary Wauke-sha VHP engines. Waukesha said sav-ings as high as l09o have been recorded.

The Custom Air,/Fuel Control wasintroduced by the Waukesha Engine Di-vision of Dresser Industries, Inc., forVHP gas engines and is available fornew or retrofit uses.

The Custom Air,/Fuel Control uses

a microprocessor to automatically adjustfor changes in load, fuel quality, fuelpressure, fuel temperature, barometricpressure, humidity and ambient temper-ature. It checks as frequently as every 30seconds that the air/fuel ratio corre-sponds to the operator's instructions: tosave the most fuel, reduce emissions,produce best power, or achieve somecompromise among these. The operatorsimply "dials in" the instruction, andcan easily change the setting at any time.

The engine is controlled without ad-justing the fuel pressure or the carbur-etor itself, because the control regulatesthe air, not fuel, portion of the mixture.This, Waukesha feels, has several bene-fits: it gives failsafe assurance that thecontrol cannot shut the engine down,even should the control fail; it avoids therapid wear and imprecision that can re-sult from continual adjustments to thecarburetor load adjustment screw; and itachieves greater precision by regulatingthe larger (air) portion of the mixturethan can be achieved by regulating thesmaller (fuel) portion, the companysaid.

"That engines can now be pro-grammed to save fuel without risk ofshutdown is especially important on un-attended sites," said Peter C. Trombley,executive vice president. "Engines willno longer have to be visited frequentlyor - as sometimes happens - set richjust to make sure they run in the worstpossible conditions."

Remote installations are not the on-ly beneficiaries Waukesha said. Becausethe engine does not "stray" from the de-sired ratio, fuel is not wasted at any set-ting, including peak power settings. Con-stant adjustments by an operator wouldbe required to achieve this otherwise.

66

Tradenamed the Custom Air/Fuel Control,the new system automoticatly adjusts forchanges in load, fuel quality, pressure andtemperature, barometric pressure, humidityand ambient temperature.

Waukesho Engine Division has announced anew natural gas fuel control for its VHP en-gines. The company claims a 5-7Vo fuel sav-ings, as illustrated, can result from the moreefficient control.

Also because straying is reduced, emis-sions can be controlled.

"Depending on the toughness ofthe requirements, controlling the airlfuel ratio can head off the need for fur-ther air cleaning measures," Trombleysaid. "It has always been possible tocontrol emissions by regulating the

air,/fuel ratio. The problem has beenholding the ratio there as conditionschange."

For example, when ambient air tem-perature increases, there are fewer oxy-gen molecules per volume of air and theengine begins to run richer than desired.This can waste fuel and increase carbonmonoxide and hydrocarbons. When am-bient temperature drops, the engine goeslean, and nitrogen oxides may increase.

The outside air temperature is onlyone of many conditions that affect bothfuel consumption and emissions, but theCustom Air,/Fuel Control can regulatethem simultaneously, Waukesha claims.

Basic components of the control arean oxygen sensor in the exhaust; a re-mote mounted programmable controlwith microprocessor; and an exclusiveair bypass loop around the carburetor.This loop houses a butterfly valve drivenby a stepping motor.

Changes in operating conditionscause changes in the oxygen concentra-tion of the exhaust gases, which aremonitored by the sensor. These signalsare relayed to the microprocessor. Basedon the operator's settings, the controltakes necessary action. It signals thestepping motor to increase or decreasethe air added after the carburetor. Thedesign gives the operator control over:the air,/fuel ratio; the frequency withwhich the engine is checked for properoperation, from every 30 seconds toevery 50 minutes; the speed with whichthe automatic corrections are made, en-suring smooth response and no floodingor stumbling.

The operator needs no special train-ing in computer programming or elec-tronics. LED signals on the control pan-cl show what the control and engine aredoing at all times. An additional benefiton Waukesha engines of more than six-cylinders is that the control automatical-ly keeps both banks balanced for eventorque, matched "pulling power" andlonger engine life.

The Waukesha Custom Air,/FuelControl is available for naturally aspi-rated or turbocharged Waukesha en-gines that are not equipped with catalyt-ic converters. And the control can beused to regulate engines fueled by pro-pane, pure methane, or digester gas, inaddition to natural gas. *



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Normol luel

POWER GENERATIONRtrSSD

f- Rt(C G

Tiernay Gen-Sets ToMake Stirling DebutFor Army

Low infrared signature and noise

characteristics, multiple fuel capability,and the promise of high reliability are

the hallmarks of the 5 kW generator sets

ordered by the Army for operationalfield testing. Powered by the StirlingPower Systems (SPS) V160 Stirling cycle

engine, ten sets will be designed and

fabricated by Tiernay Turbines, Phoenix,

Ariz. for evaluation in various militaryground based applications.

The $3.2 million contract follows atest at the U.S. Army Belvoir Research

and Development Center in Ft. Belvoir,Va., of a prototype generator set builtby SPS in their Ann Arbor, Mich. head-quarters. According to Col. MichaelHiggins, formerly the DOD projectmanager for mobile electric power, the

V160 Stirling engine received high marksin a blue ribbon technical audit conduct-ed by the Jet Propulsion Laboratory."The Army is very enthusiastic aboutthe potential of the Vl60 for military use

because of its promised reliability, non-detectibility and multi-fuel capabilities, "said Higgins, who recently has been reas-

signed as a director of export control inthe defense department.

The V160 is a single acting, Stirlingcycle engine, using one compression pis-

ton and one expansion piston with a to-tal swept volume of 160 cc. The two cyl-inders are formed into a 90" Vee, withthe external combustion chamber, re-generator, and gas cooler cradled be-

tween cylinders. Although rated up to 20

hp at 3600 rpm by SPS, the Vl60 willoperate at 1800 rpm in this 5 kW appli-cation.

Since combustion in the Stirling cy-

cle engine is a continuous process at ele-

vated temperatures, SPS says, low emis-

sions and high efficiencies are possible.

Without the rapid burn that takes place

in internal combustion engines, engine

noise and vibration are also reduced.

Smooth pressure variation of the captiveworking gas and the external combus-

tion process, SPS says, contributes tohigh reliability, increased service inter-vals and long lube oil service life.

During the prototype testing the en-

ocToBER 1984

gine demonstrated its performance ondiesel, kerosene, and gasoline fuels.

Other possible fuels, SPS says, includepropane, natural gas, alcohol, solid fuels

such as coal or wood, and industrialwaste heat and solar energy.

The generator sets will be fabricatedin 60 Hz, 400 Hz, and 28 V d.c. config-urations, with alternators provided byInternational Electric Corp. The pack-

ages are being considered as a power

source for communications equipment,command posts, visual and infrared illu-mination devices, and other supportequipment where its reliability, non-

detectibility and multi-fuel capabilitiesare essential to mission success.

"Another obvious benefit," saYs

Col. Higgins, "is the cogeneration appli-cation of the Vl60-powered sets, where

the engine's waste heat would be used

for space heating and other military pur-poses. This, combined with an engine

which has high power density and good

thermal efficiency, makes the Vl60 very

attractive for militarY use"' *- Paul fohnson -

The Stirling Power Systems Vl60 is a two-cyl-inder,90o Vee type engine which is rated 20hp at 3600 rpm. For the military 5 kW electri'ca! generator set applications, the Ann Ar-bor, Mich. firm has derated the engine to1800 rpm.

The Stirting cycle generator set has good potentia! in military applications because of its multi-

fuet capobitities and low infrared signature characteristics. The Army has ordered ten 5 kW units

from Tiernay Turbine for operational field testing.

- U.S. Army PhotogroPh -

67

TDI TUNBOSNPT"Engine Ain Startens

Energy efficient turbine driven starters for diesels to 15,000C.l.D. and carbureted engines to 25,000 C.l.D.

o No drive air lubricant requiredo Features automatic shutoff

o Higher starting torque than vanestarters

o Lightweight, compact, lessmaintenance

o Fast cold weather starts

Manufaclured by icTECH DEVELOPMENT INC.68OO PoeAve., P.O. 9ox14557, Dayton, Ohio45414Telephone: t5131 898-9600 / TWX B\O-472-?A22

POWER SYSTEMSLITERAT-tURE

White Military Engines: A data sheetfrom White Engines, Inc., describesmulti-fuel, gasoline, and diesel enginesfrom 61 to 180 hp, fully qualified formilitary applications, White said. Thesheet mentions the capability of a rangeof White engines to offer drop-in re-placement of their LDT465 and L14lmulti-fuel engines with direct injecteddiesel engines, suitable for use in 2.5 and5 ton vehicles.


Coupling Brochure: The Koppers Com-pany Power Transmission Division of-fers a bulletin featuring the non-lubri-cated MAX-C resilient shaft coupling.Three different models of the MAX-C,designed for particular applications, arepresented. The new brochure describesthe coupling features and benefits, andshows physical details in an explodedview.


tl[ateuen ynar Gn$lilg bst Fc[ulremgn$,mty [G.,,,

Azonix 1000 Measuremsnt and Control System wlll give youI Extremely accurate and flexible analog inputs - T/C, RTD,strain gauge, current loop, voltages. I Powerfulcomputationalcapability- conversions to engineering units, solving equations.I Smallest size - requires only double 114 DIN panel cut-out.r Operation to 140oF- splashproof, dustproof. r RS232serial interface. r DC poweroption for mobile and remoteapplications. I Easy, calculator-style pushbuttonprogramming.


Sysfem pnbes start at undq $9,(n0. Send for detalls orcall for applications assistan ce today.

AZONIX CORPORATION25Adams St., Burlington, MA01803 (614273-5550 Telex95l€9S

G[8lllEstLTURslturrLEgrnrc

gEEEEGFT

ENTER 3946 ON BEADER SERVICE CARO


Diesel Emission Readings: A productguide to the Wager portable diesel ex-

haust monitor details the unit's opera-tion and performance for compliancewith environmental diesel emission/airquality standards. Providing emissionreadings to within l9o accuracy, themonitor meets EPA spectral, as well as

existing and proposed ISO and SAE spe-

cifications, and is being used for dieselemission inspections by state agencies

and federal authorities throughout thecountry. The Wager model P-6P prod-uct guide, supplies descriptive detail,calibration data, performance and en-vironmental specifications.


Electrohydraulic Pump/Controller: Vick-ers, Inc. offers a technical brochure thatdescribes and illustrates its new highpressure, high flow electrohydraulicpump/control package. The bulletin de-tails the features and benefits of thevariable displacement piston pump/con-troller unit. Also included is a circuitdiagram that illustrates how the pumpand servo valve-type controller operatein mobile vehicle hydraulic applications.Provided also in the literature is elec-trical data pertinent to operation togeth-er with pump ratings and dimensions.


Engine Valve Seat Insets: Available fromThe Tucker Co. is a listing of valve seatinserts for all available engines manufac-tured in the United States. The catalog is

arranged in three sections. Section I is

an alphabetical listing of engine modelsaccording to manufacturer relatingmodel numbers to valve seat numbers.Section 2 is valve seat listings by insidediameter and section 3 is valve seats list-ed by numerical stock numbers.


Ceramic Fiber Blanket: Product litera-ture describing its new Durablanket S

ceramic fiber needled blanket has beenpublished by The Carborundum Co.The Durablanket S products have a con-tinuous use limit of 1260 c (2300 F) anda melting point of 1760 C (3200 F). Dur-ablanket S insulation is manufactured inthree standard weights, 64,96 and 128

kg/m3 (4,6 and 8 lb,/ftr), in thicknessesfrom 0.25-2 in. The literature includestypical applications.


Power Control Systems: A brochureon ASCO Power Control Systems hasbeen published. The brochure describesASCO's philosophy concerning systemsfor automatic control for cogeneration,prime power, peak load sharing andemergency and standby applications. In-cluded are photographs and descriptionsof typical applications. A partial listingof various types of installations of Pow-er Controls Systems is also provided.


Kohler's Full Line: "Kohler EmergencyPower Systems" presents the full line of

Kohler generator sets including the re-cently introduced Fast Response II mod-els. The brochure provides basic descrip-tions and performance data for KohlerR-Series models from 5 kW to 20 kW,Fast Response units up to 260 kW, andTR Series generator sets from 300 kW to1000 kW. The brochure also covers Koh-ler automatic transfer switches, plusengineered systems to meet unique ap-plication requirements. Options and ac-

cessories are also described.


Y,X$roooi

Now...ltl RecognizedCROMPTON 4/2 " Switchboard Meters, using iron vane and DArsonvalmovements, now meet UL 891 requirements lor dead front switch-boards. Our patented Hi-Q oil-damped suspension withstands extremeconditions of shock and vibration. The one-piece drawn steel case andeasy to read dial conforms to ANSI C39.1 specs.

For complete information, and FREE Catalog write or call Cromptonlnstruments,lnc.,2763 E. Higgins Road, Elk Grove Village, lL 60007.Phone: (312) 593-1107.

Offices: Tustin, CA(714) 731-2333 . Marietta, GA (404) 425-8902. Somerset, NJ (201)271-1277

ocToBER 1 984ENTER 3934 ON REAOER SERVICE CARD

Record Setting YeFor ADS Convenli

(Shown left to right) PRESIDENT, Harold Klebanoff, LABAN EeUIqMENI- CORp., ValleyStream, New York; VICE PRESIDENT, Eugene H. Schey, DIESEL INJECTION SERVICE,INC., Sun Prairie, Wisconsin; SECRETARY, A.C. Deans, DIESEL EQUIPMENT COMZANY,Greensboro, North Carolina; and TREASURER, Rex D. Fornataro, ADVANCED DIESELSPECIALISTS INC., Hazleton, Pennsylvania.

-ffi&Es=f iiEtf;iugf

qron

With business in the diesel after-markets strong, if not booming, the As-sociation of Diesel Specialists (ADS) an-nual convention and exhibition in lateAugust set records all over the place.

A record number of attendees, over1300, attended the convention held atNashville's Opryland complex. A recordnumber of exhibitors, 68, showing in arecord number of booths, I I l, displayedproducts of interest to the association's535 member shops who are primarilyconcerned with fuel injection, turbo-charger and electrical systems parts andservice.

Probably the most interesting notein the exhibition area of the conventionwas the increased number of independ-ent engine parts suppliers that exhibited.ADS member shops are apparently atleast considering taking on additionalengine parts lines, widening the numberof engine makes they can provide partsfor.

Engine parts suppliers have alwaysbeen a part of the association, but thenumber of such companies at this year'sconvention surpassed any in recentmemory.

The association installed its slate ofofficers for their two year term. Namedas president was Harold Klebanoff,president of LaBan Equipment Corp.,Valley Stream, N.Y. Other officers namedwere: vice president, Eugene H. Schey,Diesel Injection Service, Inc., SunPrairie, Wis.; secretary, A. C. Deans,Diesel Equipment Co., Greensboro,N.C.; and treasurer, Rex D. Fornataro,Advanced Diesel Specialists, Inc.,Hazelton, Pa.

Among other honors bestowed at

70

For Testing Generators, UPS's, lnverters, Battery's

10.500KW, AC (50.400H2), DC

IMMEDIATE SHIPMENT FROM STOCK

ETlvlFIt<.lL 800/637'8603 or 2171525.6995 Telex 406-415

LIQUIDATION

2,000 KW Diesel Generators (3)GENERAL MOTORS

All Weather Enclosed,Complete With Batteries &Controls, 2400,4160 Volts,

3 Phase, 60 Cycles.c.E.

1330 North 5th StreetPhiladelphia, PA 19122,

U.S.A.Phone: (215) 763-8911

the convention was the Henry B. SirotekMemorial Award, the association's mostprestigious, to Loyd Loveseth presidentof Loveseth Ltd., Edmonton, Alberta.

Vincent J. D'Aversa and Lloyd A.Bailey, the only two men to serve as

treasurer of the association in its 28 yearhistory, were both named "treasureremeritus. "

Steve Bailey, Columbus Diesel Sup-ply Co., Inc., Columbus, Ohio, was oneof two newly elected members to the as-

sociation's board of directors. VictoriaB. Jackson, president of Diesel Sales &Service Co., Inc., Nashville, Tenn., wasalso elected to the association's board,filling a vacancy created when Rex For-nataro was named treasurer.

Bailey was also named president ofthe association's Future Executives Or-ganization. *

- Mike Osenga -1985 ADS Technician Certification

Dates & Sites

MANUFACTURER'SREPRESENTATIVES

Leading Manufacturer of PowerElectrical Switchgear, generatorcontrol, automatic synchronizingand load sharing switchgear,diesel and gas generator sets,and other components.Need Representatives NationwideSend resume to:

Department LH-42Diesel Progress Norlh American

13555 Bishop's Court

OEM Spec Power Packs andGomponents

ramanulacturod. . .ln quantlty...oll-lho-shett

NIPAR lnc.721o Folson Rd.. Hazelwood, MO 63042'(314) 521fuolh. NICOR uab anaEy @mBni€.

ENTER 3926 ON

MANUFACTURERS REPSWANTED FOR

NORTH & SOUTH FLORIDAMajor manufacturer of transferswitches is seeking aggressive, es-tablished reps to sell to engine-generator dealers, electrical con-sultants, electrical distributors,and industrial custorners. Send let-ter concerning your organization to:

LH44DIESEL PROGRESS NORTH AMERICAN

13555 Bishop's CourtBrookfield, Wl 53005

DateFeb. 8Feb.22March 8March 22April 12May 17Sept. 8

LocationSacramento, Calif.Toronto, OntarioColumbus, OhioOklahoma City, Okla.New Orleans, La.Enfield, Conn.Las Vegas, Nev.

The certdication program tests and cer-tifies experienced technicians on dieselfuel injection systems of five monufac-turers: Bosch, Cummins, Lucas CAV,Stanadyne, and United Technologies, aswell as on turbocharger technology.

Information on certification is availablefrom ADS, 9140 Ward Parkway, KansasCity, MO, 64t I4; (816) 444-3s00.


nsPOWER SYSTEMS

Marathon LeTourneau Offshore Co.has announced a major personnel re-organization: Carl A. Wendenburg - topresident; Kenneth J. Farmer, hispredecessor, will continue as a consult-ant; Clifford E. Hart - to vice presi-

dent, contracts; David E. Rogers - toan area where his primary responsibili-ties will be in the areas of customer con-tact and sales; and James L. Fox, Jr., re-cently a vice president, has assumed therole of consultant.

Leonard C. Buckman - to managingdirector, international operations ofRockwell International's HighwayBrake and Trailer Axle Division.

H. D. Leighty - to president and gen-

eral manager of Engineered ProductsCo., from vice president marketing.Leighty succeeds the late Joseph Nelson.

Donald E. Stevenson - to vice president

of quality assurance at Stewart & Ste-venson Services, Inc., from head of theelectronic design group, responsible for

all quality control departments from thefactory through the branches for allStewart & Stevenson products.

D. E. Stevenson

conlinued on page 72

\./I{t l'r


Rough work areas. Remote locations. These are

the environments United Gchnologies hydro'pneumatic accumulators call home. They are

well-suited to withstand punishing demands inmarine, agricultural, construction and materi'als handling equipment; in production ma-

chinery and industrial applications. UnitedTechnologies Diesel Systems offers piston ac'cumulators ranging from 1/l6th pint to 20

gallon capacities and lightweight diaphragm

accumulators in 15 basic sizes. For more infor'mation contact United Technologies Diesel

Systems, Marketing Department, 3664 MainStreet, Springfield, MA 01107. Call (413)

785-6600 or Glex 955419.

RTIIIY HITREY

H. D. Leighty

DAYoWEEKOMONTHRESISTIVE, PORTABLE AIR COOLED

.T63f?fi,. LOad BankS ASK FoR cArALoc

777 NORTH SHORE ROAD, ROUTE 1AREVERE, MASSACHUSETTS 021 51

61 7/289-3800

REIITAt-SALESIIIESET.ELECTRIC GE]IERATI]IG SETS

TralLr-HoblL oa porlrbL d(H{llounhd unlt .

lmmediate Delivery 0n Gall24 hours l3l21 541-56m

w|iarh torar Ecui'mnl CodFnvlaa Cat€nlet Avenue, P.O. Box C, Wh@ling, lilirois 60090Phone 3 t 2 / 5a l -5600 IELEX: 28'2556

50 lo 25lt0KW


coupon forinformation.

Zip

-

MYHlli.%-o,="3r{ DIESELSYSTEMS

ocToBER 1 984


Nelson'stechnologysolvesexhaust andfiltrationproblems

When standard designs limityour perlormance, design,or cost reduction goals, letNelson technology developa custom designed solution.For example:

a lmproved mutfler per-formance in less space.

a lmproved air cleanerperformance and reducedmaintenance.

I Fuel filter coalescers thatremove water withoutcausing air leaks.

I Long term cost reductionsi ncl udi ng'lust-on-time"programs.

Nelson - your single sourcefor all exhaust system andair intake components -including formed tubes,stacks, raincaps, clamps,and elements.

NELSON DIVISIONExhaust & Filtrction SystemsHwy.51 West. PO. Box 428Stoughton, Wl 53589 U.S.A.Telephone (608) 873-4200

oTelex 26-5433


72

492

6B76

69

44

trtr

51

.B1562

1724

41

431

OJ68

Fiat-Ansaldo-C. R. D.A.-S.p.A*Hartridge Equipment Corp.*Hatz Diesel of America, lnc.Hydreco, A Unit of

General Signal

FO

.2913

Third CoverIFPE - lnternational Fluid

PowerExposition. .....47*lllmanJones, lnc.. .. ..54Kim Hotstart . 2*Kubota,Ltd... . 39Kurz&RootCompany .... 54.Lister Diesels lnc.,

Hawker Siddeley 33

21

....9.5t

1

61 ,71..35

qA

.5.1O, J /

* Further information on this company's products can be found in the1984 Edition of the Dlese/ & Gas Turbine Wortdwide Cataloq.

PO\ruER SYSTEMSNEV\'EiMAKERS

.continued

Bjorn Fagerstrom - to president ofAlfa-Laval, Inc. Fagerstrom succeedsRagnar Beyer. Fagerstrom recently servedas managing director of Alfa-Laval,Ltd., Brentford, England.

S. J. Morcott - to president of NorthAmerican Operations for Dana Corp.

Roger D. Mook - to general managerand chief operating officer for EuclidDivision of Clark Michigan Co., fromsenior vice president, sales and market-ing.

Gerald G. Nadig - to regional managerof Rockwell International's On-High-way Products Operations' Southeast of-fice, Atlanta, Ga.

David C. Blumenstein - to vice presi-dent and general manager of RockwellInternational's Government ProductsDivision.

William John Flynn, II - to marketingmanager for Parker Seal Group's Gas-ket Division.

Alan H. Spicer - to vice president ofFacet Enterprises Transportation Com-ponents Group.

Edward I. Rees - to manager foreignsales and new products for Fermont Di-vision of Dynamics Corp. of America.Reese will be responsible for the devel-opment of export sales of Fermont's lineof military and commercial generatorsystems.

Terry M. Barden - to manager, Cater-pillar Worldwide; James R. Moorhead

- to manager, distributor marketing;and James Barta - to manager, productservice and training, all for Vickers, Inc.

ADVERTISERS'INUDEX"ADIM-SAIVE Engines . .

Avtron Manufac'iuring, f n". .

Azonix Corporation* Basler Electric CompanyChrysler lndustrial Products DivisionCrompton lnstruments, |nc.. . . . . . . .

*Dana Corporation,Spicer Heavy Axle Division

*Delco-Remy Division,GeneralMotorsCorporation .. .. .

* Dynalco Controls Division,TRW TransportationElectronicsGroup .... .

ETCE - Energy-sources TechnologyConferenceandExhibition. . . . . 60

ElwoodElectronics ... ..g*Ford Motor Company,lndustrial EngineOperations ....SecondCover

*Grandi Motori Trieste

*Marathon ElectricManufacturing Co. .

Miller Electric Mfg. Co..Modine Manufacturing Co. .

.Murphy Manufacturer, lnc., Frank W.*Nelson lndustries, lnc.,

Nelson Division, Exhaust &Filtration Systems

. Nippondenso Sales, lnc.*Nissan lndustrial Equipment CompanyParker Hannif in Corporation,

Hose Products Division . . Fourth Cover.38 "Petter Diesels, Hawker Siddeley 43

Prestolite,AlliedAutomotive. ... .59*Russelectriclnc. ... .. .."SACl\/ - Soci6t6 Alsacienne

de Constructions M6caniquesde Mulhouse

*Stewart & Stevenson Services lnc*SuperFlow......Sure Power Products. .

.Tech Development lnc.*Teledyne Total Power,

Continental Products*Transamerica Delaval lnc. DeltexTrombetta Corporation

.Twin Disc, lncorporated*United Technologies

Diesel Systems.VM Group of America*Yanmar Diesel America Corp.*Young Radiator Company-ZF of North America, lnc.


versatile andcompact swing

and winch drivesFeatures: Winch drives. Sprag clutch-smooth hoisting

without drum reversal over f ullload spectrum.

. Oil immersed spring brake-automatically applies in the eventof hose failure, and is not affectedby environment.

. High starting efficiency-lower ra-tios and higher line speeds forgiven horsepower.

. Small diameter-drive mounts in-side the drum.

. Ball or twin taper roller bearings-for straddle or cantilever mounteddrums.

. Accessible oil plugs-unit isdrained and filled without remov-ing rope from the drum.

SEE US AT

lnternationalFLUID P(IWER

Exposilion

4-6 December 1984

Mccormick Place

Chicago

Flexible designHydreco/Hamworthy swing and winch drives are ol

flexible design, permitting their use in a wide variety of in-

dustries including construction, materials handling, mining, marine, forestry, and transport.

The gearboxes employ two or three stages of planetaryreduction achieving high output torque and maximum

Features: Swing drives. Dynamic brake option-accu-

mulator and restrictor give Pro-gressive failsafe braking.

. Foot brake option-direct controlwith good operator "feel".

. Small diameter inline construc-tion-requires minimum Platformarea.

. lntegral pinion and output shaft-eliminates f rettin g corrosion prob-lems.

. Wide spread output bearings-high radial load capability andlong bearing lives.

. Small number of teeth in pinionhigh overall ratio and good drivingcontrol.

efficiency within a minimum envelope size. Multi-plate, oil-immersed spring brakes with hydraulic release give in-herently safe and consistent braking and are tailored to in-dividual customers' requirements.

Hydreco/HamworthyA decade and a half of mobile, shipboard, and offshore

gearbox installation expertise is now available throughHydreco, a well-established manufacturer and supplier ofhydraulic components and systems.

Application engineering, sales, and service in Kalama-zoo, Michigan provide full product support

A modern factory, with a blend of high volume and CNCmachine tools, is both flexible and cost-effective irr itsmanufacturing program. A team of design and develop-ment engineers with computer-arded design and test facili-ties ensure availability of product to meet future needs.

Call or Write lor more intormation

X HYtrlFIECclHAMWclFITHY

A UNIT clF GIENEFIAL SiIGiNAL9OOO E. MICHIGAN AVENUE, PO. BOX 2676. KALAMAZOO, MI 49OO3PHONE t6161 349-1511

Swing drive-ratio and torque data

ModelRatio Ranqe Max.0utput Torque ft. lbs. Pin ion

DP2-stage 3-stage Crane Excavator

s1 00s1 70s230s380s440s600s1 300

25-363.1 -4631-4631,4631 -4635-4337-58

94-14794-14794-14765-208

113-322

262051 607600

1 3500221002650046200

1 330260038006800

11200.1 490023400

aaEaatrCtr'

2-1 .751.5-1 .251 5-.1 251 25-1

Winch drive-ratio and torque data

ModelRatio Range 0utput Torque ft. lbs Nominal Line

Pull lbs.Straddle Cantileve r Straddle Cantileve r

w100w170w230w380w440w700w1450

24-2930-1

.19

30-1 1 930-1 1 I30-14437-22165-208

25-3631-1 4731-1 4731-1 4731-147

1 95020nn5900

1 02001 68002800057000

205040005900

1 050017200

44006000

1 00001 25001 80002200033000

EI{TER S1 O{ READCR SEMACE CARD

Meet the "Tough One" from Parker.PKR-296 Wireless Hose.

Built to survive the mostsevere industrialandover-the-rcad appl ications.A product of Parker advancedtechnology, PKR-296 is a tough,new kind of hose. Combiningwireless reinforcement with aunique, new elastornef PKR-296is engineered and built to betough-to survive in awiderange of demanding industrialand over-the-road applications. ltis ideal for diesel engines.

It can take the heat (300oD, itcan be cut with a pocket knife foreasy installation, it can be usedwith SAE100R5 fittings, and it is

the most flexible hose in its classwith a bend radius that makes foreasy installation even in the tight-est places.

And its rubber compoundcore makes it compatible withdiesel fuel, gasoline, ethyleneglycol, engine oil, and a long listof chemicals to simplify your

EIfiER 3&2 q'I 6EADCR SERVICE CARD

hose inventory and minimizehose cost at the same time.

For more information onParker PKR-296, the wirelesshose that's guaranteed for half-a-million miles in rugged tractor-trailer operation, write or call:Parker Han nif in Corporation,Hose Products Division,30240 Lakeland Bou levard,Wickliffe, OH 44092.Phone (216) 943-5700. HP-304

I'l L

Fluid Connectors

Diesel Progress Oct. 1984

Documents

Transcript of Diesel Progress Oct. 1984