Financing Engine Purchases – EKN



Diesel engine purchases can get expensive. Very expensive.

On large projects, it is not always just the initial purchase of engines that is the major financial burden. Customization. Installation. Shipping. Spare parts. Maintenance. Training. All these required functions come with their associated costs and financial burden, often exceeding the mere purchase price of the engine. Not just MarineDiesel engines. ANY engines.

MarineDiesel is a proudly Swedish company. As such, we are eligible to work with the Swedish Export Bank, EKN, to offer financing plans to our customers and distributors.

Costs of power projects over the last decade have soared, not only for shipbuilding, but also for industrial power projects. Cheap engines, usually made in China or India, have flooded the market, putting price pressure on all engine makers. There is much more to overall financial costs than simply purchase price.  The presence of financing and the ability to finance large projects is often just as important, or more so, than acquisition cost alone.

The nature of engines means that they are difficult to finance. Boats are mobile, and move between countries. How does a bank mitigate that kind of risk? Additionally, another risk element is present: How do you separate the engine from the vehicle it was designed to power? This refers to legal or financial risk and reality. Do you place a lien on an entire ship, if only the engine is financed?

The answer is government.

EKN allows MarineDiesel to offer financing plans to customers, subject to approval. Approval varies, subject to many factors, both financial and geographic. However, plans are available, and they can make a big difference in terms of cash flow and affordability. They allow decisions based on technical merit, rather than simply cost.

If you have an upcoming project and would like MarineDiesel to offer a plan, simply contact your local distributor or MarineDiesel for more information.

For more information about EKN and the services they offer, visit the EKN website: EKN  



6 Ways to Reduce Fuel Consumption Onboard



Fuel consumption represents approximately 80% of your engine operating expenses over the life cycle of a new engine. MarineDiesel engines are designed to be as fuel efficient as possible, providing the most power and torque for the fuel consumed.

However, as an operator, there are things that you can do to minimize fuel consumption and expense, often not directly related to the engine.

1. Keep an eye on the vessel weight. Boats are designed to deliver a specific level of performance based on a projected full displacement of the boat. If you add weight to the boat, whether it is extra guns or ammunition on a military craft or extra passengers on a commercial vessel, extra weight reduces speed and forces the engine to consume more fuel in order to provide the same level of performance.

2. Watch your throttle. Most engines are rated at a cruising speed of roughly 80% to 90% of maximum throttle (WOT). This cruising speed, varying by manufacturer, is the point where the engine is operating at its’ most efficient level. Save WOT for when you really need it.

3. Watch your trim. Especially on fast boats with planning hulls. Most high speed craft are designed with level operation in mind. Trim too far down, and you increase resistance (and fuel consumption). Trim too far up, and you are decreasing the efficiency of the propulsion (and increasing resistance).

4. Clean your hull. Fouled or dirty hulls can increase vessel resistance as much as 5% or more, depending on the amount of fouling. Increased resistance results, as does higher fuel consumption.

5. Check your propellers and propulsion. Damaged propellers rapidly lose propulsion efficiency. Likewise, replacing propellers with mismatched pitch or other specifications will impact your bottom line immediately. Never replace propeller types unless you truly understand what you are doing.

6. Follow your manual’s maintenance schedule. Clogged filters, leaking seals and gaskets, improper exhaust, and blocked intakes all reduce engine efficiency and increase operating cost.




The Displacement Game. Fact or Marketing?


Engine displacement is, perhaps, one of the most misunderstood terms when it comes to an engine. Especially when comparing one engine’s power to another engine’s power.

On this web site, we often mention displacement, or make comparisons between our engines and a competing manufacturer’s product. Displacement is important, and can give you a general idea about an engine’s overall power, but it is not the only factor that determines power output.

First off, what is displacement anyway? Quite simply, displacement is the volume of air displaced by the pistons in the cylinder when the engine is operating. The more air displaced, in theory, the more powerful the engine. For those with an interest, the formula for determining displacement is here:

 mbox{displacement} = {piover 4} times mbox{bore}^2 times mbox{stroke} times mbox{number of cylinders}

So why is an engine with a larger displacement automatically more powerful?

In the old days, before the advent of turbochargers, superchargers, and whatnot, displacement was a pretty reliable determinant of power. However, engine power is a product of combustion, and there are many factors that determine combustion.

For instance, our 6.6 litre VGT series is much, much lighter than other engines made by our competitors. However, we produce far more torque and are at a much lighter weight than any other competitor on the market. Why? Others have the same displacement, but do not produce the same power or torque. The answer is that displacement is only a single component of the compression ratio. Our VGT turbocharger can be altered in order to change the amount of air let into the combustion chamber, and at what force.

Likewise, there are many 500 horsepower engines sold on the market for workboats, for instance the Scania DI13-80M. It produces the same 350 mhp as our VGT 350, but at a much lower RPM (1,800 vs 3,500), and produces far more torque. It also weighs over twice the weight of our VGT 350. The Scania engine has a displacement of 12.7 litres, versus our VGT 350’s 6.6 litres displacement. For small tugs requiring lots of bollard pull, the Scania engine is a far better choice than our VGT. Likewise, on a fast RHIB, the VGT 350 is a much better choice.

Over the years, marketing departments have used the quick to define displacement as a way to show high power. Think TV commercials that say something like, “With a whopping 5 litre displacement power!” and so on. It is best to base engine choices on the manufacturer’s rating, rather than simple rules of thumb. As in our example above, if you own a small tug, you want to look for engines with lower RPM and higher displacement. The CAT C7 or C9, with higher displacement, or the Hyundai Seasall offerings.




Breaking In (Run In) of a New Engine: Does it Matter?



This question is often asked to us. First things first: The manual that comes with your MarineDiesel engine (all models) explicitly defines a recommended break in, or run in procedure. Failure to follow this recommendation could lead to your warranty being voided.

But why is such a procedure required?

The answer is related to three devices on the engine: The piston rings, the ECU, and the VGT.

Regarding the piston rings, they need time to effectively “set” against the cylinder wall in the block. Though our GM blocks are manufactured to incredibly tight tolerances and quality control requirements, every cylinder wall has tiny, microscopic differences from engine to engine. The piston rings, in order to make a good seal for good combustion, are flexible, but need time to adjust to these minute grooves in the cylinder wall.

Regarding the ECU, the sensors calibrate during the run in period, allowing effective control of the combustion process.

Also related is the VGT. The turbocharger has a variable aperture that can stick if the engine is operated wide open throttle immediately after purchase, for many of the same reasons as the piston rings.

By following the break in procedure as described in the manual, severe engine problems can be minimized and the life cycle of the engine greatly increased.

The Break In procedure for the VGT Series is detailed below, for reference:

VGT Engine break-in procedures

The Marinediesel VGT series engines need break-in time before being operating to its full potential. This is due to the design characteristics of the base engine.
Follow the recommendations below:

0-5hrs: Use varied load and rpm but do not load the engine above 50% throttle and keep maximum rpm below 2500. Do not stay at one load and rpm configuration for more than 30 minutes at a time.

5-10hrs: Use varied load and rpm but do not load the engine above 60% throttle and keep maximum rpm below 2800. Do not stay at one load and rpm configuration for more than 30 minutes at a time.

Do an oil and filter change after the engine has run a total of 10hrs.

10-30hrs: Use varied load and rpm but do not load the engine above 80% throttle and keep maximum rpm below 3000. Do not stay at one load and rpm configuration for more than 30 minutes at a time.

30-50hrs: Use varied load and rpm, the engine can be used up to 100% throttle and full rpm. Do not stay at one load and rpm configuration for more than 30 minutes at a time.

Do an oil and filter change after the engine has run a total of 50hrs.

Use oil and filter as specified in the engine technical manual.

If you have any questions regarding this break-in procedure please consult the technical department at Marinediesel in Sweden.

MarineDiesel Distributor Profile – Poland




As part of our series of articles highlighting our distributor and service network, today we highlight our Polish distributor, JP Marine.

JP Marine has represented MarineDiesel in Poland since 2013, and offer complete service and sales assistance nationwide.

JP Marine specialises in selecting drive systems for military, commercial and leisure fast motor boats. We offer state-of-the art diesel engines with powers ranging from 15 to 825 hp, including the ones with a variable geometry turbocharger working on exhaust gases, or mechanically charged engines produced by MarineDisel from Sweden. The engines are configured with various types of drives, from the most efficient in high speed range – surface drive, through stern drives transmissions e.g. Konrad (the most reliable in the market) or jet type propellers. We also specialise in modernising drive systems along with special adjustments boat structural elements (foundations, transom), exhaust and feeding systems. We cooperate with renowned shipyards at designing,  making vessels for individual orders and we select appropriate drive systems for them.

Our service points are located in Gdańsk, Warsaw and Szczecin.

JP MARINE Sp z o.o. – SKA

80-180 Gdansk, ul. Jabloniowa 2
Tel: +48 58 321 71 71
Mob: +48 603 399 300




Maintenance Tip of the Week – Exhaust 09/01/2014

Maintenance Tip of the Week 09/01/2014

The entire exhaust system must be checked for dents, holes, restrictions, and air flow. If there is power loss, then most likely there is an increase in vacuum back pressure causing the power loss. The silencer may have been mismatched, and that could also restrict the air flow.


MarineDiesel Poll – Marine Trade Shows



Sometimes it seems overwhelming, the number of maritime trade shows. What marine trade shows do you plan on attending for the rest of this year? (We exhibit at some, but not all, sometimes with our distributors. Check our “Events” section on this site for upcoming shows)

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