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Marine Engine Selector Guide

 

 

Today’s post is a short quiz designed to assist you in choosing a MarineDiesel engine for your vessel. It is not an absolute recommendation, but, rather, a very general product guide to use as a starting point. You should always consult with your local MarineDiesel distributor or contact us directly at john@marinediesel.nu before making any vessel powering decisions.

We hope you find this little tool useful!

[jotform id=”43148653571458″]

 

 

 

Engine Market Insights: Poland

 

 

Today’s Engine Market Insights interview is with Mr. Jacek Pawlik, Managing Director at JP Marine, MarineDiesel’s distributors in Poland.

poland Poland

JP MARINE Sp z o.o. – SKA

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

1. How long have you been in business in Poland?

JP Marine is part of a holding company that has been operating in commercial real estate, automotive and retail market for a long time, and in marine industry for over 5 years.

 

  1. What is your company’s mission and goals?

JP Marine`s mission is to provide its clients with a comprehensive range of services at the highest quality level.   

 

  1. What makes JP Marine unique? (Services offered, capabilities, etc.)

Apart from distribution of drive system, JP Marine also offers, to make its offer fully comprehensive: 

–  all kinds of accessories and elements for boat equipment  –  www.marineengineering.pl,

–  design and production of  custom boats  based on our own shipyard in Gdynia, an international team of designers, including interior designers  – www.creeyacht.pl

–  chartering of fast boats –  RIB type (WWW.rib-ride.com).

 Our service centres are located in Gdańsk, Warsaw and in Szczecin, where in addition to current general engine repairs we also repair transmissions and gearboxes.   

 

  1. In addition to MarineDiesel, what are your other major product lines?

In addition to MarineDiesel engine distribution, we also offer drive units for rescue boats, engines with  keel cooling for the fishing industry, as well as drives such as Z-type transmissions, and in particular trimmed surface drives France Helices. In each instance, we select and put together the most optimal engine-transmission-propeller, to meet client expectations and efficiency parameters. We are often engaged in boat repowering and serve customers not only from Poland, but also from other countries.    

  1. What is the engine market like in Poland?

While shipyard market is developing very dynamically, not only in steel and aluminium construction segment, but also composite segment,  the local marine engine market is unfortunately quite narrow and dominated by providers offering the cheapest engines.  This is because the vast majority of shipyard production is carried out for export purposes, where producers have no influence on order specifications. The narrow domestic markets covers mainly inland vessels, sail vessels with small engines up to  50 hp . The small number of leisure boats for domestic markets have been dominated by one engine provider and convincing clients to the alternative is not easy: it is a question of habit and convenience. This is also because the target customers in Poland have little knowledge about possible options for drive solutions; this also concerns corporate clients.  The weak point of our local tender procedures is their weak preparation when it comes to the knowledge of the subject matter, for instance: unrealistic delivery terms, excluding V engines, demanding very narrow power ranges, and at the same time the deciding criterion is in 100% of the cases the lowest price.

 

 

  1. What are your greatest challenges in the engine market?

The main challenge we have to face is a change in mentality and habits in the shipyard industry, among corporate clients, and education of motor boat users in technical issues  (hence our extended technical section on our website).

 

 

  1. Where are the greatest opportunities in the engine market in Poland?

The awareness of prospective clients is gradually changing: more and more of them realise that their purchase decisions may not be made on the basis of price and one brand provider only, but they also need to realise that there is a good local alternative in terms of quality and range.

 

 

  1. How do you see the engine market in Poland in the next five years?

 

I think in the near future the trend to move the production of renowned Western companies to Poland is bound to continue, along with gradual equipping of vessel engine rooms. This is because we have highly qualified employees and experts, modern production facilities and most importantly lower production costs.  On the other hand, it is possible to see the first symptoms of an increase in the domestic market: this is noticeable in the number of boats in marines reflecting a rise in wealth of individual clients. Among positive factors are significant funds allocated to create marines and inland water routes. Budgets of corporate clients are also more ample, and there are also changes in tender procedures not to promote the lowest price factor only.  The above factors have a positive influence on future sales prospects for engines and drive systems. The Polish market is starting, however, from a very low level and we have a lot to make up in comparison with mature markets, such as not so faraway ones like in Sweden or Norway.  

 

 

 

 

Engine Market Insights: USA

 

 

Today’s interview is with Mr. Malcolm Phillips, CEO of Performance Diesel, Inc., MarineDiesel’s distributors in the United States and North America.

united-states-of-america USA

Performance Diesel Inc.

12130 Galveston Rd
77598 Webster, TX
Phone: +1 281-464-2345
Mail: mphillips@performancediesel.com
  1. How long have you been in business in the USA?

Since 1985

2. What is your company’s mission and goals?

Our mission is to provide the highest quality of service to our customers in the marine and industrial diesel engine markets. We represent quality products made by quality manufacturers. Our continued success can be attributed to the outstanding service and support we provide for the products we supply our customers. We will remain committed to customer satisfaction and continue to uphold the highest degree of integrity and professionalism while achieving market share and corporate goals.

  1. What makes Performance Diesel unique? (Services offered, capabilities, etc.)

We are a Self Proprietorship which allows for decisions to be made quickly. Therefore, if issues arise, we react swiftly in order to satisfy of customers needs.

Our two main packaging and manufacturing management staff have more than 50 years of experience together, and our production and manufacturing staff are with us for over 10 years. Therefore, we have well trained employees who are capable of getting the job done in the shortest time as possible.

Our service staff is highly trained, and are able to correct any issues in the field, overseas and in our shop, in short order.

Our COO has been a key part of our success and knows our operation inside and out. Mr Brent Wagner has been with the company for over 20 years.

Our sales staff are not only trained in sales, but have come from the service side of our company, which is critical from the owners perspective as our expertise is making sure that we sell the right product for the application.

Our owner has been in the Diesel Engine Service and manufacturing business since 1974 and continues to be directly involved with our customers and core business.

Performance Diesel Inc is capable of assisting our customers will all of there engineering and installation needs as we are both 2D and 3D capable.

  1. In addition to MarineDiesel, what are your other major product lines?

MAN Engines and Components, Hyundai SeasAll marine engines, ZF marine transmissions, Castoldi Waterjets, Northern Lights Gen sets and PDI custom generator sets.

  1. What is the engine market like in the USA?

We have been struggling for the last 4 to 5 years, however this spring we have seen activity on the Custom Pleasure-craft side of our business starting at 50 feet to 60 feet class boats.

We continue to see weakness with production builders. And the stern drive sector has more or less been taken over by outboards. Outboards are now powering the vast majority of boats sizes from 20′ to 40′ in the US.

Military and commercial business also continues to be weak due to budget cutbacks, though we just began a small government order of five shipsets.

  1. What are your greatest challenges in the engine market?

The US owners do not use their pleasure craft as much as other countries, therefore, the need for diesel power is less. Gasoline power remains a choice, and will until gas engine prices increase and the cost of gasoline becomes similar to the cost of Diesel. One other issue is the availability of diesel fuel around our inland lakes.

  1. Where are the greatest opportunities in the engine market in the USA?

I can’t pinpoint one great opportunity. Business today requires attention to all opportunities from pleasure craft to commercial and military in order to survive.

  1. How do you see the engine market in the USA in the next five years?

We are seeing a small increase in 45′ to 58′ class pleasure craft. The larger pleasure craft sales in the custom boat market remain strong, but this market is less than 100 boats per year with horsepower ranging from 2 x 1800 hp to 2 x 2800 hp.

Small production builders continue to show low numbers, and is a market of only a few thousands boats rather than more than 10,000 boats per year, and outboards are dominating this market.

We are hoping that the US military budget will increase as we understand that there is a need for new vessels, however requirements for these new vessels are asking for outboard power.

During my travels to Europe I hear and see the same issues that we are experiencing in the US. With current sales staff and our dealer network, we hope to capitalize on every opportunity possible. We firmly believe that we have superior products to offer, however we continue to deal with ferocious competition when it come to cost and end pricing. In order to increase sales over the next five years, we must continue to find ways to lower cost and to provide the best product possible. We do not expect to see a big recovery within the next five years. However, we do expect to see opportunities increase by 10 to 20 percent per year over the next 5 years.

 

Cost / Benefit Analysis: LPG Engine to Power Generator

 

 

The following article is a cost / benefit analysis we prepared recently for a MarineDiesel customer showing a financial case for using LPG instead of diesel to power a medium  sized generator. The customer name has been removed, and costs are converted to Euros at local rates (prices will vary, based on your region, but this is a good, general comparison). The engine p

roposed is based on the 5.7L GM Vortec engine block.

Initial benefits of the MarineDiesel product line include:

  1. The ability to use LPG instead of gasoline or diesel for power.
  2. Customer payback time in a matter of months through fuel cost savings.
  3. Multiple markets for the engines, ranging in use from small generators to irrigation, mining, marine, pumps, or small vehicle power.
  4. Factory conversion to LPG, as opposed to cheap converter kits commonly found in the market. A primary benefit of this procedure is seamless integration of the LPG kit into the engine’s ECU. Aftermarket conversion kits often do not integrate fully, voiding the warranty or rendering engine fault warnings incorrect. For this reason, aftermarket conversion kits, such as are currently being sold cannot be recommended for proper installation and life cycle. Furthermore, MarineDiesel engines have been designed specifically with alternate fuels taken into account. Though there are some immediate cost savings associated with aftermarket conversions, they simply are not an accurate substitution for a proper OEM design.
  5. Full MarineDiesel warranty terms apply.
  6. Government financing may be available. 

 

Life Cycle

General Motors has been manufacturing the Vortec block configured to LPG for nearly thirty years.

Thousands of units have been sold and the engine has proved to be extremely reliable.

The MTBO is at 10,000 hours of use, however, it is highly dependent on climate and continuous RPM.

 

Cost to Operate

The 5.7L LPG consumes fuel based on engine load.

100% Load:         9.3 m3 / hour

75% Load:            7.1 m3 / hour

50% Load:            5.4 m3 / hour

25% Load:            3.8 m3 / hour

 

<<COMPARE VS EQUIVALENT DIESEL>>

100% Load:         27 L / hour

75% Load:            20 L / hour

50% Load:            12 L / hour

25% Load:            8 L  / hour

 

Current prices of fuel (local converted to Euros):

LPG:   0.30 / litre

Diesel: 0.79 / litre

Average annual use of 4,400 hours per year, assuming 75% load at 1,800 RPM.

LPG consumption 3.85 Liters / m3

27.335 Liters LPG / Hour

LPG annual cost of fuel consumption: 33,075

Diesel annual fuel consumption: 65,978

Cost of ownership, year one

Diesel:

Cost of Engine:                                                  5,000

Operating Cost:                                                                65,978

Service and spares (oil filters, etc):          2,900

Total Cost Year One:                73,878

LPG:

Cost of Engine:                                                  7,250

Operating Cost:                                                                33,075

Service and Spares:                                         2,500

Total Cost Year One:                42,825

 

Payback Time: 3 months

 

Amount of Power Produced

This is a difficult question to answer, since it will vary greatly based on the alternator chosen. In order to keep everything consistent, the same Kohler alternator 4P10X, will be used. This same alternator is used by numerous other manufacturers to produce the same amount of electricity, using LPG, Diesel, or CNG.

This alternator will produce 52 kW of power at 110 / 220 50 hz, using the 5.7L engine.

To put this amount in context, 52 kW is roughly enough to power 20 medium to large window unit air conditioners, or a medium-sized restaurant.

Therefore, given the usage described above, using LPG,

One Hour: 4.37

One Day: 91.88

One Month: 2756

One Year: 33,075

Cost per kWH: 0.147

 

A diesel genset produced by Baifa, using a Deutz engine made in China, producing 48kW using the same alternator would cost to run continuously:

One Hour: 10.35

One Day: 124.15

One Month: 3,725

One Year: 44,696

Cost per kWH: 0.216

 

A similar diesel genset, produced by John Deere using a four cylinder, John Deere diesel engine and using, again, the same alternator,

One Hour: 26.93

One Day: 323

One Month: 9,690

One Year: 116,276

Cost per kWH: 0.518

 

Tank Capacities

For small home / commercial use, portable LPG tanks come in the following sizes: 4 kg, 7 kg, 15 kg, and 48 kg.

The standard size for tanks installed in vehicles (permanently mounted, even on trailers, for safety reasons) is 58L (30.39 kg).

For commercial or industrial use, particularly when the engines will be used to power continuously, rather than as standby, typically large, above ground or underground tanks are used. The most common sizes of above ground tank are 1T (1,908 L) and 4.3 T (8,204 L).

Which tank that should be used and how long the generator will provide power on a single tank are really highly dependent on how the genset will be used. The smaller LPG “cooking gas” cylinders will occasionally “freeze” due to the atmospheric pressure difference if too much is drawn from the tank. Therefore, the smaller 4kg and 7kg tanks should not be used with the 5.7L. Remember additionally, 100% of the tank volume will never be able to be removed, again due to pressure. Therefore, a factor of 15% is reduced for simple numbers on LPG.

 

5.7 L Vortec with 4P10X, 12 hours per day continuous RPM use (1,800 RPM)

Tank Size Diesel Equivalent Cubic Meters LPG Reduce 15% below Full on LPG (Usable Amount in tank) Time between Fill-ups LPG Time between Fill-ups Diesel
15kg (Cylinder) 28.6L 8.085 7.03 m3 59 minutes 1 hour, 20 minutes
48 kg (Cylinder) 91.6 L 25.872 22.5 m3 3 hours, 10 minutes 4 hours, 40 minutes
30.39 kg (Taxi standard) 58 L 16.38 14.24 m3 2 hours 2 hours, 50 minutes
73.36 kg (Trailer max) 140 L 43.5 37.83 m3 5 hours, 30 minutes 7 hours
1,000 kg (above ground) 1,908 L 539 468.7 m3 5.5 days 8 days
4,300 kg (above ground) 8,204 L 2,317.7 2,015.4 m3 23.5 days 34 days

 

Diesel versus LPG versus CNG versus Petrol

 

 

MarineDiesel offers many different engines that can easily be customized to meet our customers’ requirements, industrial or marine applications, either on a project basis, or a ready-to-install solution. As environmental and economic constraints often determine the type of engine or power package offered, the critical constraint is usually a tradeoff between regulatory compliance and cost of operation.

Different engine blocks offer different options. Sometimes, an engine must be converted at the factory, using a kit (such as our larger diesels), or an engine may be easily adapted (such as in the case of most of the GM Vortec line).

Alternative fuels also each have advantages and disadvantages. This article will offer comparisons between Diesel, LPG, CNG, and Petrol, at a glance:

Petrol Advantages:

  1. Good power and acceleration.
  2. Better cold weather operation. No fuel line heater required.
  3. Usually less expensive than other engines.
  4. Low Maintenance.
  5. Low Noise.
  6. High availability.

 

Petrol Disadvantages:

  1. Greater fuel consumption than other fuel types.
  2. Price of fuel is usually higher.
  3. Emissions control required in many jurisdictions.
  4. Lower safety due to fire / explosion risk.

 

Diesel Advantages:

  1. Lower maintenance costs.
  2. Efficient combustion. Greater power output than other fuel types.
  3. Common fuel availability.
  4. Less expensive than petrol (Generally).

 

Diesel Disadvantages:

  1. Slower Acceleration than petrol.
  2. Noise.
  3. Cold weather requires heating.
  4. Emissions control necessary. Ultra low sulphur diesel mandated in many markets.

 

CNG Advantages:

  1. Cheapest fuel based on power output.
  2. Very low emissions.

 

CNG Disadvantages:

  1. Expense of conversion.
  2. Lower acceleration.
  3. Fuel availability is often restricted / unavailable.
  4. Time to fill tanks can be problematic.
  5. Engines tend to be heavier.
  6. Explosion risk (Higher insurance)
  7. Freezing of fuel lines in hot climates can be problematic. Higher maintenance.

 

LPG Advantages:

  1. Much cheaper than petrol or diesel.
  2. Low emissions.
  3. Portability of fuel.

 

LPG Disadvantages:

  1. Tank sizes can be problematic.
  2. Availability in some markets is lacking.
  3. Freezing fuel lines in hot climates.
  4. Expense of conversion.
  5. Inability to use all fuel in a tank (due to pressure)
  6. Higher maintenance.

 

 

 

 

 

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.

 

 

 

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.

 

 

 

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.

Diesel versus Petrol: What’s the advantages and disadvantages?

We occasionally get asked by our customers whether or not they should put a diesel engine in their vessel, or a petrol engine. As with everything else in life, there is no single “right or wrong” answer. We manufacture both types of engines, so we are truly non-biased in our opinion. The answer is, “It depends.”

Ask yourself these questions:

What is the purpose of the vessel?

How will the vessel be used?

What are the emissions regulations in my area?

What is my budget?

These all have an impact. So, to make things easier to break down, we will use diesel as a starting point, listing advantages and disadvantages versus petrol.

Advantages

  1. More efficient combustion versus petrol. Diesel engines have a much higher output of torque than petrol engines. Given the same horsepower on two engines (see below), the diesel will provide more work for the fuel spent.
  2. Much longer life cycle that petrol engines. As much as three or four times longer. Petrol engines work “harder” to produce the same power, and are more complex, thus needing more frequent maintenance.
  3. Diesel is cheaper than petrol (At least in most of the world).
  4. Much lower fuel consumption.
  5. Petrol has a greater risk of explosion and fire. Requires greater ventilation.
  6. Diesel engines produce much less heat, and are cooled more efficiently. Petrol engines can require substantial cooling systems at greater cost.

 

Disadvantages

  1. Diesel engines are usually more expensive than petrol engines, often up to twice the price.
  2. Diesel engines produce more smoke with dirty fuel (Though ULSDF required in Europe and the USA is actually cleaner than petrol).
  3. Diesel fuel breaks down rapidly. If engines will sit for long periods of time, the fuel will need to be stabilized or drained.

The pictures below illustrate two MD engines’ power and torque curves, showing a big difference in torque, but producing the same horsepower.

petrol 6-2

MD VGT 400 diesel power and torque curves.

MD VGT 400 diesel power and torque curves.

Engines so tough, you can drop them from aircraft

 

 

 

air2

MarineDiesel engines are often sold for highly specialized military applications. One frequent use is to equip small vessels used by commandos, like RHIBS or other small high speed craft.

These vessels experience operating environments and conditions that few other vessels will ever experience. This type of stress will easily destroy engines made by our competitors that were designed for recreational or pleasure use (Yet are often installed on these types of vessels anyway). Recreational engines are simply not designed to withstand the heavy use, extreme vertical acceleration and harsh climates that military or police boats experience even during “routine” missions.

All MarineDiesel engines are designed to be in compliance with both MILSPEC and NATO requirements. A quick glance at our engines will prove it. Notice small visual differences like better shielded wiring,  and metal, rather than plastic, connectors, along with more robust seals and gaskets.

MILSPEC and NATO require extensive testing and verification. Of course, certification can get expensive (Unlike type approval, certificates are issued on a project by project basis.), but an engine that is in compliance is crucial to even obtaining these certificates. It is also critical that engine manufacturers are familiar with the process and know the steps to certification.

This brings us to the title of this short article. Yes, our engines can be (and HAVE BEEN) dropped successfully from aircraft, as the photos above show. One critical part of NATO and MILSPEC testing that often demolishes our competitors’  products is the ability to withstand the 30 g vertical acceleration experienced by an engine after being dropped by parachute. The boat pictured above is essentially useless if the engine will not start when it lands or, if the engines is started before dropping and it stalls. Both scenarios can easily spell mission failure if proven engines are not installed.

Of course, there are many other aspects to MILSPEC and NATO compliance besides vertical acceleration: You can read some of the NATO rules HERE.

However, since MarineDiesel has been engineered for this type of use, all MD customers benefit from this R&D, whether a water taxi, military boat, fishing boat, or ski boat.