MarineDiesel Training – Rebuilding an engine



Here at MarineDiesel, we recently conducted a training session that was highly beneficial. We took a VGT engine that was effectively destroyed and rebuilt it step-by-step into an engine suitable for use as a training engine.

Though the engine cannot be sold to any customer (The parts cost would be too expensive. There was a hole in a piston, among other things), the engine can be used for training either MarineDiesel dealers or customers. In fact, when we train MarineDiesel distributors, we prefer using old engines so that the staff we are training can obtain real diagnostic experience. A MUCH more productive use of time that provides hands on experience, rather than simply studying manuals.

Certificates are issued to all participants after they pass an end of course test.

Some before and after photos below, along with a short video of the engine running:






photo 2b

photo 3


photo 1

photo 4

photo 3b


VIDEO of the engine running






MarineDiesel Distributor Profile – Italy



As part of our series of articles profiling MarineDiesel dealers around the world, this week we feature Scandiesel S.r.l., our distributors in Italy:

Scandiesel was established in July 1986 by Tiziana Dellera & Attilio Origo when Motorfabriken BUKH AS (DK) decided to close down the European Branches.
In the beginning the only business was to go on with the BUKH ITALIA activity that was to sell and service BUKH engines within Italian territory.
After quite short time it was realized that the BUKH business was not sufficient to keep the Company alive, then after a short market research we got in contact with the English Company: BETA MARINE Ltd., mariniser of Kubota Diesel Engines and we became their Distributors for Italy and we still are.
Few years after, Motori Perkins Italia decided to stop all activities in the marine market as they needed to concentrate in the industrial sector, then we took that business becoming Italian Distributors for Perkins Engines Marinised by the English Company SABRE.
In 1999 we became Italian Distributors for STEYR MOTORENTECHNIK, but this cooperation was terminated at the end of 2010, while we became Italian Distributor for BUKH – SeasAll SOLAS Engines and BUKH – MARINEDIESEL Engines, starting also a cooperation with the Italian Company VM MOTORI.
To sell and service marine engines has been and still is our main business, but during the years some accessories and Propulsion systems were added into our program like:
– PYTHON DRIVE Transmission Systems
– Exhaust Systems

In 2006 we started to work as Service Agents for several producers of life boats and launching appliances according to the SOLAS – IMO Circular 1206. We operate in a 500 sq. metres building. Number of people working in the head office: 5. Then we have 4 salesmen on the road paid on commissions base and a sale and service net made by 58 Independent Companies located along the coasts and main lakes.

Scandiesel Details:

Via Coloredo, 38
28069 Trecate (NO)
Tel: +39-0321-777880

Scandiesel Website


Maintenance Tip of the Week – ECU 09/29/2014



Maintenance Tip of the Week:

MarineDiesel’s 6.6L VGT range of engines are electronic. In properly maintaining and diagnosing engine problems, the software is a must. It is available, along with the connecting cable, when you purchase the engine.

Here’s why…

Electronic engines are complex, meet modern emissions and fuel standards, and use thousands of sensor inputs to maintain the proper fuel to air mixture for combustion: Far greater amounts of data than can be gleaned from simple analog gauges. A single sensor failure can be difficult to locate without software, and a misdiagnosis can become very expensive, very quickly. Every engine maker uses their own ECU to collect this data and control the engine. Though the MarineDiesel engines use SAE J-1939 data as the standard, and, in theory, could work on other electronic engines using the same protocol, the software is intended specifically for MarineDiesel engines and should not be used with other engines. Other manufacturers may use more, or fewer, data points, and their fault codes will also be different, even if the sensor’s data is the same.






Engine Management System Development



MD Engineering is a division of MD Group that comprises of three divisions with fields ranging from engineering to powertrain supply and marine propulsion engines. Applications – MD Engineering together with MD Powertrain work in a vast field with a wide array of specialized applications such as automotive and truck industries, engine manufacturers, industrial applications and a field of specialty custom applications. Together MD Group can take responsibility not only for engineering activities but if required also product supply and field support as required by the customer.

Engine Testing:

MD ENGINEERING hosts three engine dynos in its test facility, with each test cell having its own unique measurement range and options. This provides us a great span in terms of engine size and application to better meet our client’s requirements and specifications. All cells are equipped with high frequency, multi-channel data logging.

TEST CELL A – Measurement range:

• 0-700 kW (1000 – 6000 rpm)

• 0-3,000 Nm (1000 – 6000 rpm)

TEST CELL B – Measurement range:

• 0-700 kW (1000 – 6000 rpm)

• 0-3,000 Nm (2500 – 6000 rpm)

TEST CELL C – Measurement range:

• 0-2,100 kW (1000 – 4000 rpm)

• 0-15,000 Nm (700 – 4000 rpm)

MD Engineering has been involved in complete engine control systems in a multitude of areas, some areas where we have deep knowledge and long experience:

Apart from pure engine control development, MD Engineering is a comprehensive service provider, delivering solutions from single components, multi-part mechanism based drive train systems through fully-engineered powertrains. We offer a breadth of expertise and high-class facilities to an ever growing customer base to support the development of powertrain technologies. Our industry-leading engineers and technicians ensure that test and product development programs produce the accurate, repeatable and representative results you demand. Drawing on extensive OEM engineering experience, our engineering team is able to design, release, prototype and production release almost any powertrain component into a range of diverse applications. One of our test cells is equipped and capable of performing steady-state emissions testing on most engine applications to further meet the stringent emissions requirements. With our emissions equipment we can measure raw exhausts and diesel particulates.


Equipped for Emissions testing.

Emission bench for raw exhaust measurements AVL CEBII

Exhaust component: Measurement range:

NOx 0-1500 ppm

HC 0-48000 ppm

CO low 50 – 2500 ppm

CO high 0-5%

CO2 1-20%

CO2 EGR 1-20%

Diesel Particulate measurement equipment Pegasor M-sensor (for calibration)

Measuring principle: Measurement range:

ION current 1ugm3 – 250 ugm3

Diesel Particulate measurement equipment MICRO-PPS dilution tunnel


Emissions testing

• Control safety systems

• Torque management and control

• Air system diagnostics (MAF, EGR, Swirl)

• EOBD and OBDII controls and diagnostics

• Engine thermal management control and diagnostics

• After treatment systems control and diagnostics

• Stop/start control

• Boost system control for a wide variety of hardware setups:

Single wastegate turbo and by-pass turbo

Two-stage turbocharging


Twin turbo

VNT turbo

Access to our extensive test facilities on-site enables full test and validation and ensures OEM standards of robustness and durability.

Our engineers and product analysis experts can take a wide client brief for comparative benchmark and cross product comparison. This includes all aspects of the process from virtual analysis, desktop studies, static and dynamic repeatable test scenarios to full product teardown, measurement reporting and recommendations.

MD Engineering has vast experience in other powertrain areas such as:

• Engine test and development

• Engine calibration

• Engine benchmarking

• Engine validation and durability

• Gaseous fuel engine calibration

• Gaseous fuel engine development and validation

• Up to 15,000 Nm torque

• Exhaust emissions and fuel consumption development

• Advanced propulsion, charging and fueling

• Program management

• Engine and components analysis – Fatigue, vibration,

life cycle and durability.


• Torque or speed based fuel controller

• Ability to run Wastegate, VGT or twin turbo

• Integrated EGR controller

• J1939 communication with DM services

• GMLAN and NMEA2000

• Software ready for engine ranging from 2 cylinder

up to 8 cylinder

• After treatment compatible up to Euro VI level

• Ability to change and make new software functions within

the NIRA i7r platform

Engine Calibration MD Engineering

• Base engine calibration

• Transient calibration

• Emission calibration

Three steady state test cells for engine calibration and emissions test.


VGT Series: Five Best Vessel Types



MarineDiesel’s VGT Series of engines is light, powerful, and compact, making it an ideal choice for small, high performance vessels. However, as with any other engine maker, our engines are a better fit on some vessel types than on others. The five most common vessel types with our engines are listed below, with some reasons as to why the VGT Series is the best option:

  1. RHIBs: RHIB stands for Rigid Hull Inflatable Boat, and the VGT Series of engines is ideal for these vessels. Why? We are compact. Most RHIBs have very small engine compartments with little room for larger engines. We are powerful. Most RHIBs are used in situations where high speed and high performance are critical to mission success. Only the MarineDiesel VGT Series has the power and torque to excel in these applications. We are lightweight. One of the advantages of a RHIB design is the lighter weight over as traditional, non-inflatable hull. The VGT Series’  lighter weight than any competitor is a real advantage.
  2. Water Taxis: Water taxis tend to be lightweight, and operated continuously. The extended life-cycle of the VGT Series leaves recreational engines like Yanmar or Volvo Penta seriously lacking. The V configuration also means a tremendous reduction in vibration, with an increase in passenger comfort.
  3. Light Patrol Boats: MarineDiesel VGT Series are installed on many light patrol vessels (Under 15m). The high power, high and continuous torque, light weight, and easy maintenance give the MarineDiesel engines serious advantages over our competitors that design their engines for light, recreational use. The reliability provided by the VGT’s  long life cycle also means that missions are not disrupted by mechanical failure. The programmable NIRA ECU also provides mission specific capabilities that other engine makes cannot match.
  4. Light Commercial Boats: Many VGT engines are installed on ski boats, parasailing boats, and small passenger ferries. Long life cycle, fuel efficiency, and high power when needed are distinct advantages. The cost of ownership of VGT engines can be less than half the long term cost of ownership of competitors’ products, a direct impact on the bottom line.
  5. Rescue Boats: Rescue boats require high level of performance and reliability. They often operate under WOT conditions, in rough weather. The VGT Series is designed for such operations.





Winter Engine Storage



Today marks the first day of Autumn, at least for our customers in the Northern Hemisphere, and thought should be given to winter storage if you will not be using your MarineDiesel engines through the winter months. Since diesel engines require periodic starting in order to operate efficiently and without problems, long periods of disuse during the winter months can be problematic.

Below is our list of winter storage procedures for your reference:

Winter storage
• Oil system

Drain the oil from the engine, either by removing the oil plug in the oil pan or by a suction tube down the dipstick tube; remember it’s always recommended to do this when the engine is at operating temperature. Tighten the plug, clean the oil dipstick and reinsert it in the tube.

Then remove the oil filter and replace it with a new unit (don’t forget to prelubricate the seal ring on the filter and prefill the filter with oil) tighten hard with manual power. Refill the engine with new oil according to technical maintenance specifications. Check the oil level on the dipstick and if necessary add more oil to reach the correct oil level. Start the engine and run it for a few minutes so that the new oil can lubricate all moving parts. Turn off the engine and recheck the oil level on the dipstick, again add more oil if necessary.
• Fuel system

Check all hoses, clamps and fittings for leakage and wear, replace if necessary. Make sure the fuel tank is full to prevent water contamination. Add “water repellent” isopropanol to the fuel system. Remove and replace the fuel filter (remember to prefill the filter with fuel as you otherwise will have issues with bleeding all the trapped air from the fuel system).

• Cooling – system

Start the engine and run antifreeze mix through the raw water system. Check the freeze protection of antifreeze in the freshwater cooling system. If you need to add antifreeze make sure you allow the engine to run up to operating temperature allowing the thermostat to open and mix the added antifreeze. Never use more than 50% antifreeze. Turn off the engine and drain the raw-water system. At the same time remove the impeller from the impeller pump. Check all hoses, clamps and fittings for wear and leakage, replace if necessary. The heat exchanger, intercooler and oil cooler are exposed to raw water and should be inspected for corrosion that could lead to engine failure. It is recommended that the raw-water cooling system be cleaned and flushed every 500 hours or at least every two years.
• Exhaust system

When the winter service is completed make sure all exhaust outlets and the air filter are sealed to prevent moist/salt air from entering the engine.
• Electrical System

Remove and clean the battery/batteries. Also clean the battery cables and connecting poles. Store battery in a cold/dry environment (never below 0C/32F) and keep it fully charged.




MarineDiesel User Poll – Warranty



This week’s user poll is related to engine warranties. We are asking our readers the following two questions:

[socialpoll id=”2222590″]

[socialpoll id=”2222591″]

We thank you for your opinion and feedback. Please send a note to us at if you would like more input or have any concerns.




Four Common Diesel Fuel Contaminants – And How to Get Rid of Them



We’ve written about bad fuel on this blog before. Bad, or dirty fuel is the number one service and mechanical problem our engines (or any other manufacturers’) engines face.

What makes for bad fuel?

Water: Water is the number one most common contaminant we find. Condensation or adulteration are the main causes. When boats sit idle for long periods of time, condensation, sometimes substantial amounts, builds up and enters the fuel. As to adulteration, this usually occurs as an attempt to disguise fuel theft.

Wax: This is often found when fuel theft is occurring. Specifically, paraffin. Paraffin can be burned by the engine, but when the fuel lines cool, it solidifies and can completely clog up the entire fuel system.

Rust and other Solids: Rust comes from condensation, leaking gaskets or seals on the engine, and other sources. Many times, the tanks at the bunker can be contaminated. Vessels that operate in extreme temperatures are often at greater risk from contamination by solids.

Micro Organisms: In the marine environment, micro organisms are always present, and easily contaminate fuel. The fill lines, leaky gaskets, or worn seals exacerbate the problem.

So, how are these problems avoided or rectified?

The most important step is not only replacing fuel filters, but sticking to the maintenance schedule as detailed in your manual (This includes gaskets and other parts impacted by wear and tear).

A oil / water separator can help with water contamination, as can draining the fuel tanks during extended storage or starting the engines and running them at least monthly.

Upgraded fuel filtration can help (See your dealer), as can the addition of bactericide or fungicide to remove micro organisms.

Periodically spot checking fuel at the bunker is also a good practice.

Finally, in areas where theft is a problem, proper management and vigilance is often more effective than mechanical means of control.




Maintenance Tip of the Week – Batteries 09/22/2014



Maintenance Tip of the Week:

Generally, there is no harm in using larger batteries if you have the space in your engine compartment and the voltage / amperage is correct. Keep in mind that your vessel was designed with the battery bank it currently uses, based on the power requirements of the vessel. Before upgrading, however, we recommend that you check to see why the voltage is low, and if there are any drains on the electrical system. Corrosion on the terminals or bad glands can greatly reduce battery life, as could faulty or worn cables.




Dealers and Distributors – Our Network



Engines are different than typical consumer products in that a global sales and service network are an absolute requirement. Indeed, we have occasionally had to turn down business because of a lack of a physical presence in a particular country. This is important, because engines require service, spare parts, and dedicated knowledge in order to service them.

In order to adequately serve the global marketplace, we have developed a network of factory trained distributors and dealers around the world. Our requirements, on the surface, may sound onerous, but they are there for a reason. Many of our products are sold in regions that are remote, and you simply cannot service engines remotely.

There are two classes of sales and service facilities in our network: Distributors and Dealers.

Distributors typically have been granted exclusivity in their country or region. Indeed, sales or service inquiries received by our Swedish headquarters are normally referred to the distributor directly. Our distributors typically also service one or more other brands of engines. Distributors are required to have service facilities and adequate infrastructure to service the engines. They nearly always have substantial classroom and laboratory facilities for training customers. They all are required to  maintain stocks of spare parts IN THE COUNTRY. All are required to successfully complete factory service training. Needless to say, these requirements require a substantial investment in time, money, and infrastructure. When you conduct business with our distributors, your pricing is typically the same or lower than ordering directly from the factory. Service levels are at the same high standard. When you buy from our distributors, you receive landed prices, with all tariffs paid, and all importation requirements, like emissions certificates and other documentation, are handled by the distributor. Additionally, distributors have a local presence in your country, and can service your engines quicker, and more efficiently than is possible from thousands of kilometers away.  Additionally, engines, as a capital expense, are typically manufactured as the need arises. This means that MarineDiesel engines might require lead times of three or four months (as do most marine engines), depending on our production schedules. Several of our larger distributors can deliver new engines in a matter of days, because they maintain inventory on site and in their country.

Dealers are smaller MarineDiesel representatives. They virtually never are granted exclusivity. They may be under a distributor in a region (They order via the distributor), or they lack the facilities and infrastructure a distributor may have. Dealers are typically located in smaller countries or places where large facilities are absent. There are financial and service requirements for dealers.

To view our global network, click HERE

To become a MarineDiesel Dealer or Distributor, click HERE