Doosan MD Series Installation Instructions Manual
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Doosan MD Series Installation Instructions Manual

Md, l, v series marine diesel engine
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Summary of Contents for Doosan MD Series

  • Page 2 Warranty claims against DOOSAN Marine Engines will be accepted only if this installation instruction has been complied with. If any modification to the engine installation intended by DOOSAN is planned, DOOSAN must be informed in writing, and a new inspection may necessary.
  • Page 3 The engine must be used in accordance with the application guidelines for that particular rating; It is important to choose the proper engine rating to provide the optimum performance in a given application. Ratings below show DOOSAN marine engine guidelines on applications. (1) Heavy duty •...
  • Page 4 • Other country regulation Other country may apply additional internal regulation. Please follow their appropriate advice. Korea : KR = Korean Resister of Shipping Sweden : Navigation Office Finland : Navigation Office Norway : DNV = Det Norske Veritas : ABS = American Bureau of shipping Indonesia : BKI = Biro Klasifikasi Indonesia : NMMA = National Marine Manufacturers Association...

  • Page 5: Table Of Contents

    CONTENTS CHAPTER 1 Engine Room ......................1 1.1. Engine Room Ventilation 1.4. Power Rating 1.2. Engine Foundation 1.5. Inclinations 1.3. Max. Permissible Engine Inclination CHAPTER 2 Engine Mounting .......................6 2.1. Flexible Mounting 2.3. Arrangement of Engine and Reduction Gear 2.2. Solid Mounting CHAPTER 3 Front Power Take off ....................13 3.1.
  • Page 6 9.7. Propeller Rotation in Twin Engine Applications 9.4. Power Drive with Fixed Pitch Propeller CHAPTER 10 Electrical System....................75 10.1. Electric Circuit 10.2. Electric Components • Appendix ............................81 • Part & After service center • Applications for DOOSAN Engine - a.5 -...

  • Page 7: Chapter 1 Engine Room

    CHAPTER 1 ENGINE ROOM When installing the engine, ensure that there is sufficient space for regular maintenance work and possible engine overhaul after prolonged periods of operation. It must be possible to carry out the following jobs on engine and gearbox without obstruction; •...
  • Page 8 The before-mentioned formula is based on the assumption that the engine room is a heat-tight system, i.e. for the sake of simplicity it is assumed that no thermal energy whatever is dissipated through the hull to the ambient air or water. In practice, however, such heat losses are likely to occur and depend on the following factors: •...

  • Page 9: Engine Foundation

    In order to properly support the weight of the engine and marine gear, a six-point mounting system is recommended on all DOOSAN marine engines. When using a six-point mounting system, the engine should be aligned using the mounts at the front and at the marine gear at first.

  • Page 10: Inclinations

    1.3. Max. Permissible Engine Inclination The installation angle of the engine is an important factor in the construction of the sub-frame. When the engine is to be installed in longitudinal direction, The maximum permissible inclination must not be exceeded. The maximum permissible inclination is defined as the largest angle that occurs in driving operation, ie, installation inclination plus the ship’s maximum trim angle.
  • Page 11 That is, connecting rods begin to dip into the oil in oil pan. So, this may also cause high oil consumption, low power and the breather gas increasing and more smokes. We recommend the engine installation angle to install below 6 degree for DOOSAN marine engines.

  • Page 12: Chapter 2 Engine Mounting

    CHAPTER 2 ENGINE MOUNTING 2.1. Flexible Mounting Flexible mounting will generally be chosen for yachts and small boats because it reduces vibration and noise levels. Flexible engine mounts use the rubber isolators to absorb engine vibration before it is transmitted to the hull. This will reduce noise and vibration in the boat. There are wide variety of flexible mounts available on the market.
  • Page 13 2.2. Solid Mounting The solid mounting engine is usually done by using brass or steel shims, pourable choking compound and pads. The use of pourable choking compounds is the simplest and preferred ways to solid mount the engine. Engine bracket Temperary Chocking Jacking...
  • Page 14 If a front power take-off clutch is used, it is a good practice to support the clutch. The clutch available from DOOSAN marine Vee Series Models must be supported to avoid over stressing the nose of the crankshaft due to the overhung weight.

  • Page 15: Arrangement Of Engine And Reduction Gear

    In order to isolate engine vibration and prevent it from being transferred to the hull through the propeller shaft, DOOSAN recommends that the distance from the reduction gear output flange to a fixed stuffing box or first fixed bearing should be a minimum of 20 times the shaft diameter.
  • Page 16 2.3.3. V - type drive Engine and reduction gear is installed separately and connected via an elastic coupling and a universal joint. If universal joints are to be used, it is important to remember that it is necessary to have the exact same angle at each joint under all operating conditions in order for the system to work properly.
  • Page 17 EB0O2009 The drive-line component manufacturer should always be consulted for more details on the installation of their product. 2.3.5. The alignment of propeller The alignment of the engine and marine transmission with the propeller shafting is essential to minimize vibration, noise, power loss and stress in the driveline components. While aligning the engine and gear, check both the propeller shaft flange bore and face.
  • Page 18 1. Flange (e.g. gearbox output shaft) 2. Flange (e.g. propeller shaft) EB0O9009 (2) Angular offset check The feeler of the dial indicator runs on the front side of the fixed flange. The shaft end with the dial indicator placed on it is to be turned. ˚...

  • Page 19: Chapter 3 Front Power Take Off

    More power may be taken from a direct drive at the front of the crankshaft than any other accessory drive location. Many DOOSAN marine engines can be fitted with FPTO clutch for driving accessories such as a winch, fire pump, hydraulic pumps or generator.
  • Page 20 Note : Upper listed loads represent allowable maximum torque. 3.2.2. For small cross drive power (No supporting bearing on front side of Crank V-pulley, PTO PTO pulley) pulley DOOSAN does not recommend this type MAX. 170mm Engine (6.7 in) dia. arrangement, which standard procedure.

  • Page 21: Belt Drives

    EB0O3001 3.3. Belt Drives DOOSAN marine engines usually have belt drives for an alternator, sea water pump and at least one or two free(grooves of) drive pulleys for other accessories. Many engines also have crankshaft pulleys available for driving accessories. All of DOOSAN marine engine drives are available with either A or B type V-belts that are designed to ISO 3046 standards.
  • Page 22 If a bracket has a natural frequency within the operating range of the engine, operation at that speed will result in resonant vibration and failure of the bracket. So DOOSAN has no control over the design or material of the component, they are not responsible for any damage resulting from the failure of a non-DOOSAN supplied part.
  • Page 23 If two or more accessories are being driven from a single multigroove pulley, the accessories should be arranged to have opposing belt pulls so that the resulting force on the drive shaft is kept to a minimum. Additional pulley grooves or increasing the belt size may exceed the safe loading of the crankshaft or drive location.

  • Page 24: Chapter 4 Exhaust System

    CHAPTER 4 EXHAUST SYSTEM The purpose of the exhaust system is to carry the exhaust gas from the engine to the atmosphere with minimal flow restriction. Marine applications have two types of exhaust systems, wet and dry. 4.1. Marine Installation Requirements •...
  • Page 25 Dry exhaust systems use steel or iron pipe for the exhaust piping, stainless steel flexible sections, and steel for the mufflers. Due to the high exhaust temperatures and the thermal conductivity of the metal components they can be very dangerous unless certain precautions are taken.
  • Page 26 For this reason the water collector with a Stern drainage device must be installed near the engine if long exhaust pipes are laid at an ascending angle. This can usually be accomplished in a dry exhaust system by using a 45 degrees or greater bend at the top of the piping.
  • Page 27 <Schematic diagram for sea water injection> Exhaust discharge piping must have adequate slope to avoid water entering engine. Slope(2 ) EB0O4003 Wet exhaust system (Engine should be mounted above water line) 1. The water cooling exhaust elbow : sea water cools elbow, then discharges through peripheral slot at discharge end of elbow into exhaust pipe.
  • Page 28 ˚ C (200 F) under any operating conditions. DOOSAN recommends using evenly distributed holes with an 8 mm (0.31 in) diameter with the number of holes being dependent upon the sea water flow. The following equation can be used to...
  • Page 29 DOOSAN marine engines when total exhaust piping length is below 5m. Add the diameter additional 5mm every 5m increasing. The actual exhaust piping size may vary depending upon the complexity of the routing and the silencer used in the system.

  • Page 30: Permissible Back Pressure

    Note : The exhaust gas must be dispersed so that it does not detrimentally affect the air cleaner function, the engine ambient environment or the crew or passengers. All exhaust outlets should be a sufficient distance from all intake and exhaust ventilation areas so as to prevent exhaust gases from re-entering the engine room.

  • Page 31: Designing The Exhaust System

    well as unsatisfactory engine power and excessive smoke development. For this reason it is indispensable that the exhaust back pressure be measured when the engine is commissioned and, if necessary, the exhaust system is re-dimensioned. A vacuum at the exhaust gas outlet (e.g. caused by the flow behavior in an underwater exhaust) leads to an increase in ignition pressures in turbocharged engines and is therefore to be avoided.
  • Page 32 ˚ A wet exhaust system with a pipe length of 7 m and four 90 manifolds is planned. The clearance diameter is 100 mm. Is this system adequately designed for a diesel engine with an exhaust gas mass flow of 1,300 kg/h? The following values can be found in the tables: Back pressure per 1 m of pipe = 8 hPa...
  • Page 33 The quantity to be measured is the static pressure, i.e. the measuring connection must fit on the inside flush with the pipe wall. Select a straight part of the pipe or the neutral fiber of the pipe bend for the measurement. This can be nothing more than a piece of clear plastic tubing of any diameter greater than 1/4”, fixed in a U-shaped loop to a board about 4 feet long.
  • Page 34 Average back pressure(pressure drop) in kPa per 1 m exhaust pipe, depending on the Fexhaust gas mass flow in kg/h and the clear diameter in mm ( 1 kPa = 10 mbar) < Average back pressure (pressure drop) > in kPa per 1 m of exhaust pipe (1 kPa =10 hPa = 10 mbar) Table 1) Exhaust gas Diameter in mm...
  • Page 35 < Average back pressure (pressure drop) > ˚ in kPa per 90 bend (R/d = 1.5) :1 kPa =10 hPa = 10 mbar Table 2) Exhaust gas Diameter in mm mass flow * (kg/h) 0.06 0.03 0.01 0.01 0.14 0.06 0.03 0.02 0.01...

  • Page 36: Chapter 5 Intake System

    EB0O5002 DOOSAN marine engines have air filter with urethane rubber type as below figure. After the installation of the engine if a work that produces dust is carried out on the interior ship fittings, the air filter must be cleaned before the engine is commissioned.

  • Page 37: Engine Room Ventilation

    (1) For air filters only: In the event of heavy dust generation remove air filter and rinse it out in fuel or washing oil. To dry it, shake it out thoroughly. Apply an even and thin coat of engine oil to the filter element surface.
  • Page 38 5.4. General Note on Air Guidance High air inlet restriction will lead to decreased airflow through the engine for combustion. This in turn will lead to a decrease in power, performance and engine life as well as an increase in smoke.
  • Page 39 The inlet vents should be ducted to the bottom of the engine room to promote bottom up circulation of the fresh air and to clear fumes and moisture from the bilge. The exhaust vents should be located near the top of the engine room to carry away the hot air in the engine room.

  • Page 40: Marine Installation Requirements

    CHAPTER 6 COOLING SYSTEM 6.1. Marine Installation Requirements • Remote mounted expansion tanks must be mounted above the highest point in the cooling system. • The cooling system must be designed and installed so that the maximum jacket water ˚ ˚...

  • Page 41: Chapter 6 Cooling System

    Aluminum alloys Zinc Base Magnesium 6.3. Cooling Circuit All DOOSAN marine engines have indirect cooling circuit cooled the engine coolant in the heat exchanger by sea water. ˚ ˚ The temperature of engine coolant is ususlly normal between 76 C and 90 ˚...
  • Page 42 For the heat exchanger cooled engines, the expansion tank system has been properly sized for DOOSAN supplied heat exchanger. If a customer is using a different heat exchanger or wishes to build their own expansion tank, the equation shown above should be used.
  • Page 43 Expansion tank Vent lines Make-up line To keel cooler From keel cooler EB0O6004 If air becomes trapped in the engine cooling system it can lead to isolated hot spots in the engine and water pump cavitation. This will decrease engine life and may cause engine or component failures.
  • Page 44 The engine must have a closed cooling system. Dirt or debris must not be allowed to enter the engine cooling system. All cooling systems on DOOSAN marine engines should have a 0.9 kg/cm (13 psi) pressure cap unless the expansion tank is more than 1.5 meters (5 feet) above the engine. This will maintain the proper pressure in the cooling system which will in turn raise the boiling point of the coolant and help prevent overheating and cavitation.

  • Page 45: Engine Coolant

    -37 C (-34 DOOSAN recommends to use the pre-charge DCA elements for cooling system. Since keel- cooling systems have a much larger coolant volume, an additional DCA charge must be added at initial fill. The following table lists the additional amounts of DCA4 required for various sized systems.
  • Page 46 Fleetguard DCA 4 Fluid or vice versa, the entire coolant must be drained. Flushing is not necessary. The Fleetguard DCA 4 Fluid concentration must be checked with the Fleetguard test kit, DOOSAN part no. 60.99901-0038, after every 300 operating hours: - 40 -...
  • Page 47 6.5.3. Test kit instructions 1) Collect coolant sample from the drain device of heat exchanger or cylinder block. Do not collect from the coolant recovery or overflow system. Coolant must be between 10 ˚ C and ˚ C when tested. Room temperature is preferred. 1 ml 10 ml EB0O6015...
  • Page 48 5) All three readings must be completed no later than 75 seconds after dipping % GLYCOL/FREEZEPOINT ( C) (End Pad) strip. 6) It is okay to estimate a value between color blocks, but if uncertain about the color match, pick the lower numbered block.

  • Page 49: Sea Water Lines

    When disposing of spent coolant comply with the regulations of the relevant local authorities. 6.6. Sea Water Lines 6.6.1. Sea water pump DOOSAN marine engines have two kinds of sea water pump impeller used in each model: • Rubber impeller type...
  • Page 50 6.6.2. Sea water entry In most cases sea water enters the vessel through a scoop whose entrance port must be minimum two times the cross section of the suction pipe. The entrance port must be located so far below the water line that the sea water pump does not suck in air under any circumstances.
  • Page 51 This will in turn result in overheating and possible failure of the engine. DOOSAN recommends selecting a filter whose pressure drop in the new condition is not above 0.1 kg/cm (100 mbar) and using of strainer in the sea water system prior to the sea water pump in addition to a scoop on the bottom of the hull.
  • Page 52 <Deliver side> DOOSAN marine engines (except L034 / L034TI / L066TI / L136 / L136T / L136TI / L086TI marine engine) must install two kinds of the sea water outlet pipes, that is, for heat exchanger (or inter cooler) and for marine gear oil cooler respectively The heated sea water can be pumped out through outlets in the hull after cooling the coolant in heat exchanger or the hot air in inter-cooler and the oil in marine gear oil cooler.

  • Page 53: Keel Cooler

    6.7. Keel Cooler Keel cooling is a cooling system that uses a Engine water group of tubes, or channels in direct contact with the surrounding water to transfer heat from the coolant to the water. Keel cooling is Hull widely used in river pushing boats and fishing boats, especially in areas of heavy silt, ice or other debris which may clog fresh water inlets or erode heat exchanger tubes.
  • Page 54 <Box Type Keel Cooler> The other type of keel cooler that is used is a box cooler. This type uses a box or sea Sea chest chest that sits inside the keel with openings to allow sea water to flow through it. The tube bundle sits inside the box and carries Box cooler the engine water.
  • Page 55 Guideline values for cooling areas in keel cooling systems in m for the engine coolant ˚ circuit. (River or sea water temperature = 32 Amount of heat to be dissipated from Cooling area in m for ships at a top speed of : the engine coolant circuit in MJ/h* ≥...
  • Page 56 Guideline values for cooling areas in keel cooling systems in m for the engine coolant ˚ circuit. (River or sea water temperature = 20 Amount of heat to be dissipated from Cooling area in m for ships at a top speed of : ≥...
  • Page 57 <Example: Schematic diagram of a keel cooling system> 1. Coolant inlet 5. Guide plate 2. Breather to expansion tank 6. Drain device 3. Coolant outlet 7. Passage 4. Rib 8. Hull EHO1601S Note : Good bleeding of each and every cell section to the expansion tank is decisive for system’s reliability.
  • Page 58 6.7.5. Engines with inter-cooler A second cooling system with a separate pump must be installed for the keel-cooler. The circulating pump may be procured by the shipyard itself but must meet the following minimum delivery requirements: Note : Refer to "engine technical data" of the appendix page in this manual for "Amounted of heat to be dissipated from Intercooler"...
  • Page 59 Guideline values for cooling areas in keel cooling systems in m for the inter-cooling ˚ agent circuit. (River or sea water temperature = 20 Amount of heat to be dissipated from Cooling area in m for ships at a top speed of : ≥...
  • Page 60 <Calculation formula of rated power at inter-cooler system> The maximum permissible inlet temperature of the inter-cooling agent into the inter-cooler is ˚ C. If this requirement cannot be met, proceed as follows: The output must be reduced as per the formula below: P = - + 110 Key : P = Power in % of rated power...

  • Page 61: Chapter 7 Lubricating System

    The lubricating oil used in the engine must meet the specifications listed in “engine technical data” of the appendix page in this manual. All DOOSAN marine engines have full flow lubricating oil filter type. Engine oil filter should not be modified from engine.

  • Page 62: Lube Oil Drain Pump

    The engine oil pan is normally not accessible in a marine application of boat. Lube oil drain pump is mounted on all DOOSAN marine engines to a standard part because the drain plugs of oil pan and marine gear are difficult to access in the boat.

  • Page 63: Chapter 8 Fuel System

    CHAPTER 8 FUEL SYSTEM 8.1. Fuel Circuit Fuel is sucked from the tank by the supply pump and fed to the inlet chamber of the injection pump via the fuel water separator filter. The fuel supply pump supplies more fuel than is actually needed for the combustion. The delivered surplus fuel flows back to the tank via a fuel return line.
  • Page 64 Fuel water separators that are available (2) Secondary stage Clearbowl coalescing from DOOSAN are recommended. If (3) Final stage filtration another fuel water separator is to be used, Drain plug it must be sized for the engine’s fuel supply flow rate EB0O9004 8.1.2.
  • Page 65 The fuel supply and return line must be routed without loops. Any loops in the fuel plumbing will cause pressure surges in the line and result in engine speed instability. Whenever multiple engines are used, each engine should have separate fuel supply and return lines.
  • Page 66 The fuel return system must have at least one return line that cannot be shut off. This prevents accidental closure of all return lines. Since the fuel system will return up to 2~3 times the amount of fuel that is burned, this will result in excessive fuel consumption, high cylinder pressures and temperatures, increased smoke and failure of the fuel pump, injector or engine.
  • Page 67 <Air Vent Line> The vent line should terminate above the deck in a protected location. A gooseneck at the top is recommended to keep dirt and water from entering the fuel tank through the vent line. Fuel tanks can be made of terneplate or phosphate coated steel, aluminum or fiberglass. Galvanized or zinc plated steel tanks or piping should never be used in a diesel fuel system.

  • Page 68: Fuel Tank

    8.2. Fuel Tank 8.2.1. Tank capacity The required fuel tank capacity is determined by the engine power, the fuel consumption and the required radius of action. The following equation can be used for a rough-and-ready estimate. In addition, a sufficiently large amount of reserved fuel must be taken into consideration too.
  • Page 69 8.2.3. Fuel requirements Fuel quality is an important factor in obtaining satisfactory engine performance, long engine life, and acceptable exhaust emission levels. DOOSAN engines are designed to operate on most diesel fuels marketed today. In general, fuels meeting the properties of ASTM Designation D975 (grades 1-D and 2-D) have provided satisfactory performance.

  • Page 70: Chapter 9 Propulsion System

    Therefore, the marine gear ratio and propeller size must be chosen to allow the engine to achieve rated speed under fully loaded conditions. Note : DOOSAN recommends to install the gearbox ratio as next application. •...
  • Page 71 do not usually cause any major problems, but shaft angles of more than 14 ~ 15˚ should be avoided. The distance between the bottom of the boat and the propeller blades should be at least 12 ~ 13% of the diameter of the propeller. When you have selected the diameter of the propeller, you are ready to go on to select the pitch.
  • Page 72 Three - blade propellers are often more efficient for large, solw - moving propellers than four - blade or five - blade propellers. However, four - blade propellers usually produce less vibration, which is often preferable. In general, there is a tendency towards four - blade propellers. A suitable pitch ratio at 10 knots is 0.7 ~ 0.9 and at 15 knots 0.8 ~ 1.05.
  • Page 73 9.3. Propeller Selection Your dealer has chosen a propeller designed 100% to deliver top performance and economy under most conditions. To obtain maximum percentage available horsepower (A), the engine rpm at full throttle should be in the specified full throttle operating rage (B).
  • Page 74 <Solution> The rated engine speed of 1,800 rpm is 100%. Consequently, the engine speed of 1,600 rpm is 89% of the rated speed. Both the diagram and the table on the next page show that with 89% of the rated engine speed 70% of the power i.e. 10% of 185 kW, which equals 130 kW, can still be transmitted by the propeller.
  • Page 75 In practice there can be considerable differences between the theoretical power take-up of the propeller and the actual tractive resistance. Engine speed in % EHO1702I 1. Engine power curve 2. Tractive resistance range of some high speed planing boats 3. Breakaway curve The actual resistance curves show that, in contrast to the theoretical power requirement of the propeller, a relative large amount of power is already transmitted in the lower engine speed range, which in the case of light boats can produce high speeds even at idling speed.

  • Page 76: Designing Of The Propeller

    • Reduction gear with trolling device : Propeller speed is reduced by the clutch discs slip. The clutch oil pressure (for pressing the clutch discs against one another) is lowered during the trolling operation while at the same time an increased amount of oil for lubrication and removing friction heat is pumped through the clutch discs.
  • Page 77 1. Engine power curve 2. Tractive resistance curve 3. Breakaway curve 4. Operating point, new condition (inspection, trial run) 5. Operating point, with further increase in tractive resistance 9.5.1. Propeller too small Incorrect propeller design results in the following operating conditions: The propeller cannot take up and transmit the engine power available.
  • Page 78 9.5.2. Propeller too large The power take-up of the propeller is higher than the engine power. Consequently, the engine cannot achieve its rated speed and is therefore overloaded. Overloading may result in the development of black smoke, which in the long run is likely to cause damage to the engine and excessive wear.

  • Page 79: Propeller Tip Clearance

    9.6. Propeller Tip Clearance Sufficient propeller clearance necessary to prevent water hammering Tip clearance against the bottom of the hull. Inadequate tip clearance will result in noise vibration, and cavitation throughout the vessel. Most boats typically require tip clearance between 10 to 15% of propeller diameter.

  • Page 80: Propeller Rotation In Twin Engine Applications

    DOOSAN marine gears have the strength fully that they can be used for long periods of time in reverse position of the gear shift lever under full load at rated rpm because of designing both forward gear/shaft and reverse gear/shaft equally.

  • Page 81: Chapter 10 Electrical System

    CHAPTER 10 ELECTRICAL SYSTEM 10.1. Electric Circuit The circuit diagrams depend on the engine models and the extent of delivery and are tailor- made for orders and dispatched together with the usual documents such as wiring diagram etc. while the order is processed but on some available models. •...

  • Page 82: Electric Components

    10.2. Electric Components 10.2.1. Gauge panel All DOOSAN marine engines covered in this manual are available with remote mounted instrument panels and some kinds of different gauge panels on each model that is standard, deluxe, dual type also one pole(earth return), two pole(insulated return) type engine electric wires optionally.
  • Page 83 1) The batteries in parallel If the batteries are connected in parallel, the system current will be equal to the sum of the current for the two batteries and trip system voltage will be the same as the individual voltages of the batteries. (Refer to the figure.) Starter EB0O1101 Parallel circuit...
  • Page 84 encountered in service. The maximum starting circuit resistance for the engines covered in this manual is 0.002 Ohms. The table below lists the maximum length of typical cables in the cranking circuit necessary to meet this requirement. <Battery to Cranking motor Cable Sizes> Battery to Cranking motor Cable Sizes Maximum Length Cable in Cranking Circuit Maximum Circuit...
  • Page 85 Note : If the alternator is not supplied with the engine, the installer must assume responsibility for adequate mounting. Since the integrity of customer supplied alternator mounting cannot be assured, DOOSAN is not responsible for any problems associated with an improperly mounted alternator that was not supplied with the engine.
  • Page 86 • Only use operating materials (engine oil, antifreeze and anti-corrosion agents) approved by DOOSAN. Ensure cleanliness. Diesel fuel must be free of water • Do not immediately switch off hot engine but let it idle for about 5 minutes without load so that a temperature equalization can be brought about.

  • Page 87: Appendix

    APPENDIX • Conversion Tables (1/2) Units To convert Into Multiply by Reference inch 0.03937 I ft = 12 in. foot 0.03281 I yd = 3 ft. yard 1.09361 = 36 in. mile 0.62137 Length inch 25.4 foot 30.48 yard 0.5144 mile 1.6093 0.155...
  • Page 88 • Conversion Tables (2/2) Units To convert Into Multiply by Reference 0.98066 1 at = 1 kg (pa) 98066.5 1 Pa = 1 N/m /in. 14.2233 10m H O = 1 kg Pressure and /in. 0.0689 1 mmHg = 1 Torr stress (pa) 6894.76...
  • Page 89 • DOOSAN Marine Engine Technical Data (1/3) L034 L034 L034 L066 L136 L136 L136 Engine Models Units Continuous Rating (B.H.P) Engine Speed 3000 3000 3300 2200 2200 2200 2500 Combustion air 1005 Fuel Inj. Timing (BTDC) g/ps.h Fuel Consumption Lit./h 34.5...
  • Page 90 • DOOSAN Marine Engine Technical Data (2/3) L136 L086 L086 L086 MD196 MD196 L126 L126 Engine Models Units Continuous Rating (B.H.P) Engine Speed 2200 2100 2300 2500 2000 2000 2000 2100 Combustion air 1050 1130 1470 1310 1344 1445 Fuel Inj. Timing (BTDC) g/ps.h...
  • Page 91 • DOOSAN Marine Engine Technical Data (3/3) V158 V158 V158 V180 V180 V180 V222 V222 V222 Engine Models Units 800 1000 Continuous Rating (B.H.P) Engine Speed 1800 2100 2300 1800 2100 2300 1800 2100 2300 Combustion air 2350 2780 3970 2890 3190 4785 3450 4040 5995 Fuel Inj.

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