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This completely new family of engines features highly-advanced technology for clean combustion and limited emissions without the use of after-treatment systems, while simultaneously enabling remarkable performance levels to be reached. The excellent power and torque in relation to the engines’ compact size and the absence of particulate abatement systems (such as DPFs) translate into clear advantages for all OEMs who can now replace their current engines with lowerdisplacement units and, at the same time, enjoy the benefits of reduced fuel consumption and longer maintenance intervals, since no filter regeneration is required. Fully optimised to meet market demands, the design was developed using the most advanced technology currently available, says Kohler. Clean combustion achieved with a highpressure (2000 bar) Common Rail system of the latest generation, combined with an electronically triggered EGR valve that makes circulate the right amount of 16 GEN-SETS New gen-sets developed by Kohler/Lombardini Kohler is releasing a new line of KDI (Kohler Direct Injection) diesel engines in preparation for new regulations on emissions which are soon to take effect (final TIER 4, above 19 kW in the KDI 1903 TCR KDI TCR 2504 US; Stage IIIB, above 37 kW in the EU). WIP has the story. exhaust gases (which are liquid-cooled by a water/air heat exchanger), enables emission levels to comply with the new regulations while providing exceptional performance - and all without the use of after-treatment systems. Kohler/Lombardini have chosen the most advanced common rail system available on the market. It’s specifically designed for extreme durability and resistance to the highly severe conditions of operation that are typical of applications in the industrial and building construction sectors. The high pressure pump operates at 2000 bars. This feature, combined with G3S solenoid-type injectors, enables fuel optimistion during injection. The 4 valves per cylinder system used was designed to house the injector in a perfectly vertical position at the very center of the combustion chamber. This solution optimises fuel filling, atomisation and mixing with oxygen in the chamber. The intake manifold and the combustion chamber were developed with thorough fluiddynamic (CFD) analysis for maximum combustion efficiency. The waste-gated turbocharger has been specifically tuned to minimise the turbo-lag response and provide the precise volume of air for an excellent low end torque capability. Specific oil control devices also allows for N OVEMBER 2011 • WORLDWIDE I NDEPENDENT P OWER the required lubrication of the turbine shaft for long term durability. The use of a charge air cooler is required to ensure the correct air inlet temperature for the optimal engine performance whilst achieving emissions compliance. The exhaust gas recirculation system, which is the product of a painstaking CFD analysis, consists of two cooling stages that optimise heat exchange without increasing overall size. Also, its position on the hot side effectively prevents the EGR valve from jamming, which ensures maximum reliability. The Common Rail injection system and the electronic control unit required for controlling it are both of the latest generation. They were specifically developed for heavy-duty applications in power and industry sectors. WIP Internet link www.lombardini.it KDI TCR 2504
HOTflow only from HOTSTART � ��Thermal camera imagery shows yellow and white hotspots in an engine fitted with a standard engine heater. These hotspots deteriorate hoses, shorten coolant life and increase maintenance costs. www.hotstart.com 509.536.8660 STANDARD ENGINE HOTflow ENGINE ��HOTSTART HOTflow heaters use an integrated pump to circulate coolant throughout the engine. Forced circulation eliminates hotspots while improving engine performance, reducing maintenance time and lowering energy costs.
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