My Internship

ENGINES with
By: Tejit Pabari
Cover Photo: A 6 Piston Cummins KTA- 19Engine Opened by the workers
& The Volvo Penta D-13 Engine on which I was working.
 Abstract
An engine is a machine that we use in our daily life. Be it a motorcycle or
a car, everything contains an engine. In fact an engine forms the heart of
these machines, as without it, a car won’t move forward and a motorcycle
won’t stop.

However, have you ever thought about the working of an engine? What is
the functioning of this “heart of the machines”? Since an engine forms the
heart of a machine, its working is as important as the machine itself.

Therefore, in this paper, I have tried to unravel the mystery behind the
working of an engine, in particular, a 6 stroke diesel engine used in boats.
I have closely observed the making of this engine and have learnt of the
special role the various parts of an engine play in the proper functioning
of this heart. In particular, I have understood why the parts are placed
and used in the manner they are. I believe that this is the essence of any
machine – the understanding of the reason why it is used where it is used.

I have also compared the two engines on which I worked, a Cummins

engine and a Volvo engine. These two engines, produced by two different
companies, differ in their level of advancement. While one contains the
Euro Technology which is 10 years ahead of the Indian Technology, the
other is more used in India, since it is cheaper and easier to assemble. I
have analyzed the pros and cons of these two engines thoroughly and have
concluded that Volvo is, in fact, a superior technology. I have also added
a step by step guide on the making of a Volvo D-13 engine, one of the two
Volvo engines I helped in assembling during my internship.

When I now look back and pen my experience to paper, I realize how
coherently the working of an engine is, how beautifully, and in tandem, the
parts work, so as to make a whole. This realization of an engine has been
the biggest realization in this project and with this though in mind, I have
written this paper.

I hope that this paper piques your interest in the world of Engines.

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 Table of Contents
Abstract..................................................................................01
Table of Contents..................................................................01
Part 1: Introduction to Engines.............................................01
• Introduction to Engines....................................................... 06
• History of Engines...............................................................07
• The Drinking Bird - A Heat Engine...................................... 08
• Diesel Engine......................................................................09
• Head of an Engine.............................................................. 10
• Body and Tail of an Engine................................................. 11
• Working: 4-Stroke Engine...................................................14
• Working: 2-Stroke Engine...................................................16
• Comparison: 4-Sroke and 2-Stroke.................................... 17
• Additional Parts: Marine Engine..........................................18
Part 2: Volvo Penta D-13 Engine..........................................25
• The Whys?......................................................................... 26
• Overhauling........................................................................ 27
• Engine Parts........................................................................36
• Engine Terminology.............................................................48
• Joining the Engine...............................................................51
• The Problem........................................................................65
Part 3: Comparison............................................................... 67
• Cummins............................................................................ 68
• Volvo Penta.........................................................................69
• Engine Specification............................................................70
• Emission Compliance..........................................................72
• Comparison........................................................................ 74
Conclusion.............................................................................77
Acknowledgment............................................................... 78
Bibliography...........................................................................79
About the Companies where I worked (1/2).................... 80
Certificate (1/2).................................................................... 82

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Part 1: Introduction to Engines 05
• Introduction to Engines 06
• History of Engines 07
• The Drinking Bird - A Heat Engine 08
• Diesel Engine 09
• Head of an Engine 10
• Body and Tail of an Engine 11
• Working: 4-Stroke Engine 14
• Working: 2-Stroke Engine 16
• Comparison: 4-Sroke and 2-Stroke 17
• Additional Parts: Marine Engine 18

Part 2: Volvo Penta D-13 Engine 25

Part 3: Comparison 67

5
 Introduction
A machine is any device that aids us in our daily working. I remember
an example by an actor in the Hindi film ‘Three Idiots’ - “Even a zip is
a machine, since it aids us in something!” In this regard, an engine is a
machine that aids us in our working: in driving another machine. It is used
to drive small devices such as motorcycles or cars to larger and heavier
devices such as big ships or planes and war tanks. It is also used in motors
seeping water from the ground and to rotate the blades of the fan that you
use in summers. In essence, it is used at any place you where you need
mechanical energy.

Thus, in its most basic form, any device can be called a heat engine
that converts any form of energy to mechanical energy. However, in my
visit, I came across the functioning of only one type of engine: The heat
engine. These are the engines used in bikes and cars and other big driving
machines. They have the same functioning as other engines, however
their initial source of energy is chemical energy only (or in some instances
electrical energy as modern engines are being developed with that upgraded
technology. However, in my experience there were only fuel engines). This
chemical energy is derived from fuels such as diesel and petrol, sometimes
mixed with oil as well.

Thus, for this paper, we will define an engine as any machine that produces
mechanical energy by using the energy of a fuel. Since in producing fuel, it
does some work in a specified amount of time, it is said to have generated
power.

With this basic concept in mind, I would now explain the functioning of the
various parts of an engine. But before that, a little history is necessary to
understand the roots and need of this machine.

6
 History
The era of Heat engines started with the innovation of the revolutionary
watt steam engines. As the name suggests, it used pressured steam to
drive the piston of the engine. This is an example of an external combustion
engine, an engine that generates energy and then transfers the energy to
the ‘working fluid’ to do the work. In the case of the heat engine, the energy
is generated through combustion outside the cylinder and then the energy
is transferred to water. The water converts into steam, which under high
pressure, drives the engine.

The development of an internal combustion engine was about 50 years

later, when it was first developed and tested in France. It was based on
the Carnot cycle, by the French engineer and physicist Carnot, often
regarded as the “father of thermodynamics”. Later the Otto cycle came into
consideration, as it was more efficient than the Carnot cycle. Karl Benz
developed the first successful commercial automobile and engines started
to be commercially used. After this there were many advancements in the
engine structure and its mechanism, leading to the machine that we use
today.

The most important thing to note about the advancements in Engine is that
they were done so as to increase the efficiency of the engine and also to
make it more economical. This understanding was crucial to my experience
in the internship. As pointed out by my mentors, this is one thing that every
engine manufacturer runs after, as this is what makes its engine different
from others.

Keeping this in mind as well, we will now move forward to learn the
functioning of the various parts of an engine, and also understand the
reason behind their making.

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 The Drinking Bird
While strolling through the Physics museum in my school, I cam across a really
novel yet useful example of ‘Heat Engine’ - “The Drinking Bird Heat Engine”

As described before, a heat engine is a device that converts any form of energy
to mechanical energy. The Drinking Bird heat Engine Does the same. It converts
heat enegy to work.

The Drinking Bird Drinking. Notice the Ether Flowing Down -

Equilising the pressure
The Drinking Bird Standing
To start the Engine, one wets the absorbant flock material on the head and beak
of the bird, with water. The liquid inside the body of the bird is ether, a substance
with a low boiling point (34.6o), which easily vapourizes at room temperature.

As the Ether in the body of the bird vapourizes, it creates high vapour pressure
above the liquid. The Ether in the tube, on the other hand, does not evapourate
readily, since it constantly gets cooled by the water. Thus, there is less vapour
pressure [Link] difference in pressure forces the ether from the body of the
bird into the tube till the head.

As the liquid rises, it raises the center of gravity of the bird. Soon, enough ether
enters the head of the bird. If the bird is pivoted such that its center of gravity
rises above the point of pivot, the bird’s head topples forward, meeting water
(kept in a container). At this point the pressure in the head and the body equalze
and the ether drains back into the body. The cycle continues.

The bird can be hooked up and its pivoted motion can be used to do some
useful work. Thus, Heat Energy is converted to Mechanical Energy, making this
‘Drinking Bird’ a heat engine.
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 Diesel Engine
Basic Structure of an engine:

In general, an engine can be divided into three parts:

1. The head of an engine

2. The body of an engine

3. The tail of an engine

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 The Head
The head of the engine consists of a Tipid cover, which acts as a protective cover
for the head and of the cylinder head. The cylinder head is further divided into
many parts:
• Inlet valves and the Inlet Manipole
• Exhaust Valves and the Exhaust manipole
• The injector
• Push rods or cam shafts

The function of the head is very simple. The inlet valves let in air to the inlet
manipole, which connects all the inlet valves together. The exhaust valves let
the smoke put of the engine, to the exhaust manipole, which connects all the
exhaust valves. The injector, as the name suggests, injects the fuel into the body
of the engine. The injected fuel is a fine spray of diesel, through pores located
in the injector itself. The fine droplets increase the surface area of the fuel to be
combusted – resulting in maximum combustion and thus, maximum efficiency of
the Engine.

The Push rods or cam shafts (depending upon the design of an engine, either
push rods, which are connected to the valves using strips of metal or cam shafts,
which make contact with the valvesthrough a rocker arm, are used) sync the
moving of a piston to the valve’s opening and closing and also to the injector, as
mentioned above.

Head of an Engine. Notice the Valves on the top and amidst all of them, the injector. Only the Inlet
Manipole (the holes) has been showm, the exhaust manipole is on the other side.
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 The Body and Tail
The body of the engine consists only of the cylinder of the engine. This is the
most important part of the engine, as this is the place where the combustion and
the heat production takes place. This is like the fireplace of a cold house, without
it, nothing will get the heat and energy to move forward.

The cylinder consists of a liner – an outer body that covers the piston. The piston
is a the part responsible for the conversion of chemical to mechanical energy.
The piston is connected, through a connecting rod, to a crank shaft, that transfers
the linear motion of the piston into the rotatory motion. The crank shaft is further
connected to the flywheel

The Liner which holds the piston. The Piston with place for the three
rings.

The Piston – the converter:

The piston, as discussed before converts the chemical energy to mechanical
energy. Its construction is quite unique, consisting of a long cylindrical block with
three rings on it.

The first ring is just a bunch of pores spread across the cylindrical block. These
pores pour out the oil that helps in lubrication the entire piston. The usage of oil is
quite specific, since it has a flash point of 170ºC, almost 80ºC higher that the flash
point of Diesel. Thus this oil also acts as a coolant.

Lubrication of the piston is necessary since piston is the one of the most
important parts of the engine. If it stops, the engine can’t run. Thus, to ensure its
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 constant working, it is lubricated. It is cooled constantly by the lubricating oil as
well, since it get heated up due to the friction generated by the constant up and
down movement it does. The lubrication and cooling through oil is aided by the
second ring placed above the first. The third ring acts as a stopper, stopping the
oil to leak into the combustion chamber of the piston, where the diesel is ignited.
If the oil leaks, the combustion might stop or the engine might give a sooty output,
since burning the oil requires more energy due to its higher ignition temperature –
a requirement unfulfilled by the piston.

The three rings of a Piston - The ring with holes, the ring of
Lubrcation, and the stopper.

The crank shaft converts the linear motion of the piston into rotatory motion.
However it has one more important function. The crank shaft is made quite heavy
due to a certain reason. Since it has more mass, it will have more inertia. Thus,
when the piston moves the crank shaft down, due to its high inertia of motion,
the crankshaft aids the piston in moving back up and compressing the air for the
ignition to happen. This very small ‘help’ by the crankshaft is so important, that if it
were not present, the piston might not even be able to rotate!

The Crankshaft of a big engine. The grooves are connected to the piston using connecting rods.
12
Next comes the flywheel, which acts as a go-between between the body of the
piston and other machines – connecting them two together. It is also quite heavy,
since its inertia aids the movement of the piston. Due to its high mass, it helps lift
a piston back to the top for the power stroke.

The Flywheels of two different engines are shown.

Last comes the tail of the Engine, consisting of the oil reservoir. The oil reservoir
supplies oil to all parts of the engine for lubrication and cooling.

The Oil Reservoir of the engine. According to one of the workers, it occupies more than 1 third of the areas of
the total engine.

Now that we have understood the parts well, let us understand the
working of an engine.
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 Working
The Four-Stroke Engine, as its name suggests, completes 4 strokes in a
cycle. Each stroke is marked by an important change in the direction of Piston
movement.

Initially, when the vehicle is at rest, the piston is at the rim of the liner and there is
no space between the piston and the head of the cylinder.

Suction Stroke – The Piston moves down and the Inlet Valves open. Air is
sucked in since a partial vacuum is created on top of the piston as it moves down.
Since air travels from high pressure (outside) to low pressure (inside) air enters
the liner. The Inlet Valves close at the end of this stroke. The very first movement
of the piston, during the start of the engine, is done by another motor, or in some
cases a person as well.

Compression Stroke – The air inside the Liner is compressed by the movement
of the piston upwards - towards the head. This happens due to the increased
inertia of the piston, due to the presence of the crank shaft. Due to this movement,
the temperature of the air inside rises to about 550⁰C and the pressure to about
40 bars. This sudden rise in temperature is enough to burn the diesel whose flash
point is about 90ºC.

Ignition (this is not a stroke in itself. It is considered to be a part of the

compression stroke): At the end of the compression stroke, the Injector sprays
the fuel – in this case diesel. The diesel undergoes combustion, releasing energy.

Power Stroke – The energy released by the combustion of the diesel expands
the air in the liner which, in turn, drives the piston down to the bottom of the liner.

Exhaust Stroke – The Exhaust Valves open up to let the air and residual gases
out. The piston, due to the high Inertia, moves up, driving the gases out. Also the
air pressure outside is lower than the pressure inside of the liner and thus the air
moves out easily.

(The Diagrams for the above strokes are given on the next page)

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 At the end of this stroke the Inlet Valves open again and the cycle continues.
The opening of the valves is directly controlled by the movement of the fly wheel
connected to the crank shaft. The fly wheel has gears connected to the push rods
or the cam shafts, with a gear ratio of 1:2. This means that whenever the flywheel
moves once, the push rods or the cam shaft moves twice - once for the Inlet
Valve and once for the Exhaust. This ensures the correct timing of the opening of
the valves, one of the most important aspects of an engine, for if the valves open
sooner or later, the engine won’t start or run properly.

This is the working of a Four-Stroke Diesel Engine.

Air In
Injector Ignition

Inlet and Liner

Exhaust
Valves

Piston

Compression + Ignition Stroke Exhust

Air Out

Suction Stroke

Exhaust Stroke

Power Stroke
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 Working:
2 - Stroke Diesel Engine
The Two-Stroke Engine combines the four strokes of a four stroke engine and
effectively completes a cycle in two strokes.
The Strokes are:

Stroke 1 (Suction + Compression) –

The piston moves down, towards the end of the liner. The Inlet Opening (No Valve
exist in a Two Stroke Engine, the piston frees the ‘an opening’ by moving down) is
free now, allowing air to rush in. This also helps in pushing the gases, generated
due to the next stroke, out of the exhaust. The piston rises up and the air is
compressed. The compression is so powerful that the air, from room temperature
is heated to 550⁰C and is at 40 bars pressure. The injector, located at the top,
sprays diesel through fine pores which ignites spontaneously due to the high
temperature (as discussed in the four stroke cycle)

Stroke 2 (Power + Exhaust) –

The combustion of the diesel produces a large amount of energy and thus
expands the air which pushes the piston down. As the piston reaches the center of
the liner, the exhaust ‘openings’ open. As the piston approaches the bottom of the
liner, the inlet openings open and let in air, which pushes the exhaust gases out
the exhaust openings and the cycle continues.

The two strokes are demonstrated below:

Air In Exhaust Out Compressed Air Ignition

Suction Stroke Compression Stroke Power Stroke Exhaust Stroke

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 Comparison:
4 Stroke Vs. 2 Stroke Diesel Engine
Here, I have pointed out the advantages and the disadvantages of the Two Stroke
engine over the four stroke engine and Vice Versa.

Comparison:

Advantages of a Two-Stroke Engine over a Four-Stroke engine:

1. A Two Stroke Engine has one power stroke for each revolution of the
crankshaft, unlike the four stroke, which has four. This means that when both
the engines have the same speed, the Two-Stroke Engine completes twice as
many combustions as a Four-Stroke engine, generating more power (this is
the case only if we neglect the full combustion of the fuel, which is discussed
in the last point). Thus, a Two stroke Engine has a Higher Power-to-Weight
ratio than a Four Stroke engine.
2. A Lighter Flywheel is required in a two stroke engine, as it doesn’t need to
have a high inertia, due to the high capacity of the piston to generate more
power.
The above two points lead us to conclude that a Two Stroke Engine is lighter
than a four stroke engine
3. The Two stroke engine has a higher mechanical efficiency due to less number
of parts in it.
4. The Engine Design of a Two Stroke Engine is less complicated than a Four
Stroke Engine
5. The Two Stroke Engine also lacks valves, which means the lack of a
lubrication system, since valves are the parts that require the most lubrication
in a Four-Stroke Engine. Thus, a Two-Stroke Engine can work in any position.

Advantages of a Four-Stroke engine over a twp stroke engine:

1. A Four-Stroke engine has a well-built lubrication system while the Two-Stroke
engine doesn’t. Thus, parts of a Two-Stroke Engine wear out easily.
2. A Four-Stroke Engine consumes less fuel than a Two-Stroke engine. It also
causes less pollution than a Two-Stroke Engine. This is because a Two-Stroke
engine is made for speed which sometimes leads to incomplete combustion of
Diesel.

Thus, if the same amount of fuel is used in both the Two and the four stroke
engine, the Four Stroke engine will give more output, overall, than a two stroke
engine. Because of these advantages, four stroke engines are generally used in a
ship or in boats, and not two stroke engines.
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 Additional Parts
Four stroke diesel engines are used in many transportations. However, the
difference between the four stroke engines used in the ships and the others is the
different parts connected to the engine.

The Oil Refining and Cooling System –

The Oil Reservoir and the Oil Pipes carrying oil to various parts of the The Oil Pump.
engine.

The Oil Refining and Cooling system is larger in a Marine Engine as compared to
other transports, since it cools a bigger engine.

This system consists of an Oil Reservoir, Oil Pump and an Oil Purifier. The Oil
Reservoir, as mentioned before, forms the tail of the engine.

The Oil pump is located at the side of the engine and its sole function is to draw
oil from the reservoir at a high pressure of about 8 bars (as mentioned by the
workers). This oil passes through the oil filter, to remove any impurities that may
clog the flow and hinder the working of the engine. Thereafter it is sent to all parts
of the engine. It lubricates the parts, for their smooth functioning. It also cools the
parts, as seen in case of piston its specific heat capacity being 2.09 – almost half
that of water’s. However, the cooling is only an additional benefit. As shown later
there is a water cooling system as well.
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The Fuel System –

The Fuel Pump and pipes

The fuel system also forms an additional part of an engine, as it is not considered
in the head, the body or the tail of the engine.

The Fuel system has a fuel pump, with a high capacity for pumping, and pipes
connecting the fuel pump to the injectors. The fuel pump has an opening to which
a pipe is connected, through which diesel from a tank enters. The fuel pump
draws the fuel and purifies it as well, sending it to the injectors through the pipes.
The injectors open whenever the compression stroke happens and inject the fuel
in the system.

The fuel system is like the heart in its functioning, pumping fuel to all parts of the
engine.

The Fuel Governor –

Attached with the Fuel System, between

the fuel pump and the fuel pipes, this
device controls the amount of fuel
reaching the injector. It consists of a
rubber like compartment, controlled by
a human, which regulates the amount of
fuel. Pressing the rubber compartment
increases the fuel supply to the injector
and thus the rpm (revolutions of the
piston per minute – these in turn control
the speed). Releasing the compartment
decreases the rpm. The Fuel Governer
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 The Cooling System –

Oil Cooling System: This system, as discussed before, utilizes oil to cool various
parts of the engine.

Besides these, the engine consists of two other water cooling systems.

The Fresh Water Cooling System:

Copper pipes circulating Fresh water aound the The Radiator, cooling oil through Fresh water
engine. circulation.

This system circulates fresh water, using copper pipes, to cool various parts of
the engine. Fresh water cooling system also cools the oil circulating around the
engine, using a Radiator, as shown above.

The Sea Water Cooling System:

Heat Exchanger

Sea Water Cooling pipes

This system consists of a heat exchanger and some pipes. The heat exchanger
cools the fresh water circulating the engine. Since sea water is available in plenty,
there arises no more problems of cooling this water. This system is also used to
cool various parts of the engine, though this use is seldom because sea water is
very corroding and speed up the process of rusting.

This system is particular to a Marine Diesel engine – since salt water is available
only in the sea. It is also highly efficient and elegantly designed such that it cools
the fresh water that is being circulated as well. In fact, it is mainly used for this
purpose.
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Self –

Self of an Engine
This is the starter of the engine, much like the lever in a Honda. Since the engine
used in ships are huge, they cannot be started by a human. A mechanical device
using a battery is, therefore, connected to the flywheel to rotate it. This in turn
rotates the crankshaft and the engine starts running. This device is known as a
self. Once the engine starts, there is no need for the self as the generation of
power keeps the engine running. The self withdraws itself automatically.

Turbo –

Turbo of an Engine

This additional part is an important part of the engine as it is used to increase the
power or the energy produced by an engine.

The principle behind this part is the First Law of Thermodynamics. A turbo
increases the pressure of the Intake air supplied to the inlet valves while keeping
the volume constant, thereby increasing the total internal energy of the system.
This internal energy is then converted into heat and Mechanical energy (By the
first Law of Thermodynamics – ΔU = Q – PΔV).
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 A turbo’s working is quite simple beautiful. It consists of two interconnected fans.
One fan stands in the path of the exhaust Manipole and the other one in path of
the inlet Manipole. The air released from the exhaust manipole passes the fan
located in its path and rotates it at a very high speed. This in turn rotates the other
fan which sucks in a large amount of air. This air is then transported to the piston
liner, which has a constant volume. Thus, it is at a relatively high pressure and has
more oxygen than the one that was directly supplied without the turbo.

In the compression stroke the already pressurized air is pressurized more and
produces more heat. Also it has more oxygen which helps in complete combustion
of the diesel. If at this point more diesel is supplied, the engine can combust that
completely, generating more power and speed.

Although this is beneficial for us as we can get more work out of hte Engine, we
must keep the strength of an engine in mind while using a turbo. As pointed out by
the workers of the Garage, if parts of the engine are not able to bear that additional
pressure produced by the turbo, it might break them, resulting in the breaking of an
engine. Also, if the engine is not able to supply the increased quantity of diesel (i.e.
it doesn’t have the capacity or the making to do it) than that ‘unwanted’ load might
also break the engine.

Turbo Side View Turbo Insie View

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Alternator –

Alternator

An alternator produces electricity in a ship. It is like an AC generator, connected

to the flywheel using a shaft. The shaft rotates along with the flywheel. This, in
turn, rotates a coil in the alternator, which is wound around a soft iron core kept
between two magnets. As the coil rotates, a change in magnetic flux takes place,
which generates electricity. The AC current generated is collected by carbon
brushes and copper slip rings.

Gear Box

Gear-Box –
As the name suggests, it is a box containing gears. It is also connected to the
flywheel and is used to increase or decrease the outcome speed of an engine.
The very basic principle of gears is applied. A higher gear ratio (i.e. the gears of
the gear box have more grooves than the gears they rotate) leads to an increase
in the speed outcome while a lower ratio (the gears of the gear box have more
grooves than the gears they rotate) leads to a decrease in the speed outcome.
The gearbox is connected to the propeller, which moves or turns the ship.
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 Propeller –

Propeller

The propeller is a really important part of the ship. Connected to the Gear-Box, it is
a fan rotated by the engine which provides motion to the ship.

There are usually two fans in a small ship. Both of them are connected to the
same shaft. However, sometimes when different engines are used, they are
connected to different shafts. In any case, their design and placing is such that
both of them rotate together other in order to move.

The propellers can move the ship forward or backward. For forward movement,
the propellers move in a certain predetermined direction, say left. For backward,
they move right, displacing the water in the opposite direction. For turning, the
propeller of the side where the turn is to be taken stops running, thus turning the
ship in that direction.

Shaft Connecting Gear Box and Propeller inside the ship

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Part 1: Introduction to Engines 05

Part 2: Volvo Penta D-13 Engine 25

• The Whys? 26
• Overhauling 27
• Engine Parts 36
• Engine Terminology 48
• Joining the Engine 51
• The Problem 65

Part 3: Comparison 67

25
 Why I chose a workshop over and above an engine making factory?
I chose a workshop over a factory because of three reasons:

1. I did not have a factory available near me. The nearest one was in Pune, about
1000 km away.

2. Even if I had had a factory, I would have chosen this engine repairing
workshop, because this workshop gives a much more hands on experience
with the engine than any factory would. It also provides a better understanding
of the engine, I feel, than any factory would, simply because of the fact that you
get to explore different and innovative ways to do the fitting of parts. The fixing
of parts is more automatic, controlled by machines, in a factory, while in the
workshop, it is more manual.

3. Also, this workshop exposed me to a more real life scenario, where we faced a
problem in fixing the engine. This kind of a problem would not have happened
in the factory (a problem can happen in the factory, however, it is of a different
kind)

Why did I choose to pen down my experience with this particular

engine, rather than any other?
I would answer this question with two reasons:

1. Firstly, the engine that I worked on here is a Volvo Penta D-13 engine. Volvo
Penta produces one of the most advanced engine in the whole world in terms
of technology, efficiency and emission control. I could have worked further on a
Cummins engine but I chose Volvo Penta over it.

2. Secondly, I chose this particular experience, because, although, I had worked

with two Volvo Engines (seen two engines getting fixed) we had faced a
problem with this engine, as described later by me. Thus, to show this problem
and the way the mechanics came up with the solution, I chose this particular
experience.

The problem that we encountered exposed many parts of the engine to me. We
(mainly the mechanics) resolved it over 7-8 hours. While discussing the problem,
I got to understand the way the mechanics think and the way in which the engine
works more deeply. I also understood the power of patience and precision,
patience because the mechanics never once fussed about the problem or cursed
the engine, and precision because the problem was caused due to a very small
overlooking.

26
 Overhauling
The following section describes all the terms related to the overhauling (re-
joining) of an engine. It includes the various tools and the methods used for
overhauling an engine. It also includes some chemicals and substances that are
used in Overhauling (such as oil, Anabond etc.)

Bearing:
The basic function of a bearing is to smoothen the working of the parts of the
engine and to decrease their wear and tear.

There are three types of Bearings used in an Engine:

1. Slide Bearing:
A Slide bearing consists of a plate bent
in the shape of the part. The circular
plate shown here is a slide bearing.
Slide bearing can be found in the
following parts:
• Crankshaft Cap
• Camshaft Cap
Slide Bearings

2. Ball Bearing:
These bearings are similar to the ones used in
a cycle. They are small and round in shape.
Ball Bearings

3. Roller Bearing:
These bearings are cylindrical in shape.
Roller Bearings

The bearings seen in the picture are Rollers.

27
 Tightening nuts and bolts:
All the nuts and bolts in an engine are tightened by rotating them clockwise.
First they are tightened using normal Wrenches and sockets. Afterwards, for
further, specific tightening 2 devices are used:

1. A torque Wrench (called a Torque in short) :

A torque Wrench consists of a rod with a protrusion on one side. This
Protrusion is fixed in a socket used to tighten bolts. The length of the Wrench
can be adjusted, and is usually fixed when tightening a particular part.

The wrench works on the principle of torque. Torque is the Force applied
multiplied by the length of the rod pivoted about a point. When the force
reaches a particular value, depending upon the length of the rod, the wrench
stops in its path and cannot be moved forward. Thus, the wrench sets the
amount of force that must be applied to tighten a bolt.

2. An Angle Torque: A Torque Wrench

The function of an Angle
Torque is the same as
that of a torque Wrench,
however its working is
different. Slide Bearings

An Angle torque consists of a magnetic, flexible end that can be fixed to an iron
part on the engine. The other end has a 360° protractor unit attached to it with a
protrusion. A rod is fixed on the protrusion and rotated by a particular degree to
tighten a bolt. A degree corresponds to a tightening of two threads in a bolt.

The particular amount of bolt to be tightened is given in the workshop manual for
D-13 Volvo Penta engine. It is given in four units:
• Kg
• N × m
• Degrees
• lb. × feet

Sometimes, a mechanic does not have any of these devices. In that case, to apply
a specific amount of torque, s (he) converts the amount in degrees. And on a bolt,
one turning (from one vertex to the adjacent one) is 60°. Thus, the person can
tighten accordingly.

I have written the amount of torque required for tightening a few parts in the steps
for fixing section.

28
Tightening the parts of the engine
Tightening the Injector Sleeve:
The injector sleeve is tightened
using the Injector Sleeve tool. The
injector sleeve tool consists of a
metal pipe with an end that can
An Injector Sleeve fix in the injector sleeve. This pipe
is first fixed in the sleeve and the sleeve is then inserted in the hole. The sleeve is
then tightened by rotating this pipe, while keeping the screw on top steady. This
screw is what holds the injector sleeve in place (not allowing it to rotate with the
pipe’s movement), while the rotation if the pipe pushes it down.

The fitting of the sleeve is such that its front end expands when pushed down
by the pipe. This expansion takes place in three stages. Ones the final stage is
achieved, the screw becomes loose and can be taken out. Thus, the sleeve, now
expanded, is fixed.

Piston Pulley:
A piston pulley is a hollow, open, cylindrical device
used to lower a piston in a liner. The piston pulley is
used to compress all the rings of the piston together,
so that they fit in the liner easily. Next, a mechanic hits
gently on the piston to lower the piston into the liner.
The mechanic stationed under the body catches hold
of the lowered end and fixes the connecting rod to the
A piston Pulley
crankshaft.

Shock absorbers and fixers:

The following parts are inserted in the engine to absorb the shock produced so
that the engine remains intact. They also, many-a-times, support the engine.

Thrust Washer:
A thrust washer is a semi-circular ring added to the center crank of the crankshaft
(fourth crank). It controls the movement of the crankshaft by preventing it from
shaking left or right while the engine is running.

Thrust washers inserted in the

Crankshaft
Thrust Washers
29
 Reinforcement plate:
A reinforcement plate is placed at the end of the engine body.
This plate acts as a shock absorber and is also used for
balancing the body onto the oil reservoir.

Head Gasket:
A head gasket is a plate placed on top
of the body of an engine, before the
placing of an engine. It acts as a shock
absorber and keeps the head in place.
It is also known as the compression
plate, since it absorbs the pressure
due to the compression of air. If this
plate breaks, the air compressed in the
compression stroke starts leaking and Reinforcement Plates

the engine stops working.

Head Gasket

Plates:
Before placing a bolt, a plate is placed so that the bolt does not get loose. These
small, hollow, circular plates are known as viscer plates.

There are two types of viscers that could be placed:

• Normal Viscer:
These are the normal, circular plates

Normal Viscer

• Spring Viscer:
They have a kind of springy touch to it. These plates
help in tightening the bolts and also act as shock
absorbers.

Spring Viscer

Although these plates cannot be interchanged, often, they are.

30
Thread Lock:
A thread lock is a viscer like circular rings, made of rubber. It is inserted in the
thread of a bolt to lock the thread, thus not allowing the bolt to move forward.

Sills:
Usually made of rubber, sills are parts of an
engine which block the leakage of any substance
in the engine.

A sill

O-Rings:
O-rings are rubber rings that acts as stoppers.
They do not allow any substance to enter the
gap or the part around which they are wound.

O-Rings

Oil Sills:
These are thick, circular rubber tubes fixed on the
opposite ends of the crankshaft. They stop the
oil, which is being circulated in the crankshaft for
lubrication, from spilling out. The sill connected
in the front is known as the front sill and the one
connected in the back is the back sill.
An Oill Sill

Valve Stem Sill:

A valve stem sill is fixed in the injector sleeve.
It stops the leakage of oil from the head to the
injector space the mixing of oil with the diesel, it
might lead to incomplete combustion

A Valve Stem Sill

31
 Measuring:
Various quantities need to be measured in order to fix a part in an engine. The
least count of the measurement is usually in millimeters and thus, very precise and
accurate devices are used to measure these gaps or part dimensions.

The devices used for measuring are:

• Bore Gage:
This device is used to measure the
diameter of the main bearing cap
of the crankshaft, with and without
the bearing. This value is then
compared with the diameter of the
crankshaft to find the clearance in
between. A Bore Gage

• Vernier caliper:
Vernier calipers are
frequently used by
mechanics to determine
the length, the diameter or
the depth of a part.
Vernier Caliper

• Screw Gage:
A screw gage is used in places
where a Vernier caliper cannot be
used. This is usually when a pipe
has a huge diameter.
Screw Gage

• Filler Gage:
The filler gage is used to measure the gap
between two things, when the two are
packed closely. For instance it is used to
measure the gap between two gears, which
must be about 0.5 - 0.15 mm.

The filler gage consists of strips of a metal

(steel) of various thickness. The thickness
of the strip is a measure for the gap.
Filler Gage
32
Lifting and transporting:
For lifting the heavy parts and transporting them to different places two machine
were used:

• 2 pulley machine:
The 2-pulley machine has two pulleys
fixed side by side, connected to each
other by gears. One pulley has a thin,
easily pullable chain wound to it. The
other pulley has a thick chain wound,
which can sustain a lot of weight.
The working is simple. The thin chain
is rotated mechanically, which in turn
rotates the thick chain. The gear ratio is
such that the rotation of the thin chain
by a lot rotates the thick chain by some
amount (the ratio is not specific, it varies
from shop to shop). This makes lifting the
heavy substance easy.

A 2-Pulley Machine

• Hydraulic machine:
This machine works on the principle of
hydraulics and is used to lift heavy object
and transport them to other places (this
cannot be done by the 2-pulley machine
since the machine can only be moved
linearly.

A Hydralic Machine
33
 Clearance:
Clearance refers to the gap
between two parts, usually left for
lubrication. This gap is necessary
between certain parts and the
prescribed value for it between
different parts of an engine is
given in the workshop manual.

Clearance being set between the Valve Springs and the

Regulators

De-rusting:
De-rusting is a technique in which
the rust is removed from any part
of the engine using sand paper.
This is usually done in the case of
valves. The vales are inserted in a
machine which rotates them, while a
mechanic holds sand paper near the
valves. Thus, all the rust from the
valves is removed.

Derusting an Inlet Valve

Valve lapping:
Valve Lapping is a technique in
which the Inlet and Exhaust valves
are first cleaned and then lapped
(thoroughly rubbed) with grease
before being re-fixed in the head of
the engine. This is done to remove
the dust attached to the valves
since the air entering the inlet hole
is not clean and the exhaust air
might have some soot in it.

Valve Lapping the Valves

34
Chemicals:
Anabond:
Anabond is a black, semi-solid chemical. It has two purposes:
• It acts as a Lubricant while fixing the part on which it is applied.
• When it solidifies, it becomes like an O-ring, thereby not allowing any
substance to enter that Part

Applying Anabond on the Outer linings of a Liner

Oil, Grease:
These act as lubricants in the engine.
They are applied on various parts of an
engine to fix/settle them easily inside the
engine body.

Applying Grease during Valve Lapping

Arudite:
Arudite is an adhesive, much
like the normal fevi-quick (an
Adhesivethat we use. However,
it is used to stick things to
metal. It is generally used to fix
the thread lock and the valve
stem sill in the injector sleeve
to the inner lining of the injector
Arudite Tubes hole.

35
 Engine Parts
In the first part of the project, all the major engine parts have been described. In
this section, all the smaller engine parts have been described, the parts which get
noticed only after an engine is opened fully and dismantled.

This section also describes the parts of the engine or certain specification in the
common parts that are different in a Volvo Engine (as compared to the Cummins
engine). Such parts have been labeled as Volvo Special

Engine Head Parts

Valve Springs:
These are springs which get compressed when
pressure is applied on them. They are connected
to the Inlet and the Exhaust Valve and the Injector
as well.

Valve Springs

Split Cols:
These act as Stoppers to the valve springs, stopping
them from getting removed when pressure is applied
on them.

Split Cols

Inlet and Exhaust Valves (Volvo Special):

The Inlet and Exhaust valves in a Volvo engine are made of two
metals, as opposed to a single metal in the Cummins engine.
This makes the valves stronger and more resistant to wear and
tear. The upper metal in the valve is Iron and the lower one is
steel. This is because steel tears more than iron when frictional
force acts on it.

An Inlet Valve
36
The Inlet and Exhaust Valves also follow a specific value in their design, while the
Exhaust Valves are thicker than the Inlet, the Inlet valves are longer in diameter.
The reason behind this is that the exhaust valves have to bear a lot more
pressure than the inlet (because the exhaust air is hotter and comes out more
pressurized), and the inlet valves need to have a big opening so as to allow more
air (more oxygen) to enter, for the complete combustion of the fuel.

Inlet and Exhaust Valve Comparison

Injector Sleeve:
Injector sleeve is a casing for the injector. It is inserted in the injector hole before
the injector.

Injector Sleeve

Fixing an Injector Sleeve

Cam shaft:
The cam shaft is the part of the engine connecting the
gear and the rocker arm. It control, or rather syncs, the
movement of the crankshaft and the power stroke of the
piston to the movement of the regulators. It contains small
smooth protrusions that connect to the regulator’s rollers.

Cam Shaft Front View Fixing an Side Sleeve

37
 Rocker arm:

The rocker arm is the part of the engine that contains the
regulators for the valves and the injector. The regulators
are controlled by the movement of the camshaft, which
is, in turn, controlled by the gears fixed in the body of the
engine. The gears rotate according to the crankshaft. At
every 60° rotation of the gear, protrusions of the camshaft
touch the regulators. Thus, one of the six injector regulators
come on the top (rise a bit above the others). At this point
the regulator on top of the piston becomes loose and thus
allows the piston to be fired electronically (discussed later).
At this instance the piston under that particular regulator is
in the power stroke. Thus, the power stroke is completed.

When it is time to let in air or let out exhaust, then the

respective valves are opened by the camshaft’s movement
in a similar manner.

Rocker Arm

Rocker Arm Close-up

Regulators:
The regulators are like protrusions from the rocker
arm. They control the opening and closing of the
inlet and the exhaust valves and the injection of
the injector. The regulators are connected to the
camshaft through rollers. The camshaft controls the
movement of the regulators.

Regulators
38
Inlet and Exhaust Manifold (Volvo Special):
The Inlet and Exhaust Manifolds are the same as any normal engine. However,
the material with which they are made are different.

The Inlet Manifold in a Volvo Penta D-13 Engine is made of Aluminum while the
Exhaust Manifold is made of metal Casting (Cast Iron). This is because Aluminum
has a higher specific heat capacity than Cast Iron. This means that it will take
more time and more heat to get to a particular temperature than casting, if the
rate of application of heat to both is the same.

These properties of the metals ensure that a pressure difference is created

between the two manifold openings. This is because, as the air from the exhaust
is hot, cast iron becomes hot easily, therefore there is less loss of heat to the
metal. Also the metal transports the heat easily to the air around. So the air near
the exhaust manifold opening is hot. While, on the other side, the Aluminum is
cooler, since the incoming air is at normal temperature and the aluminum requires
a lot more heat that cast iron to heat up. So, the air around aluminum is cool.
Thus, there is an additional pressure difference created (additional because it
is extra due to the presence of the specific metals). The exhaust air rotates the
turbo with a larger velocity than it would have with the same metals, which in turn
sucks more air, leading to a higher efficiency of the engine. (This beautiful design
is found in very few engine, according the mechanics with whom I worked, and
Volvo Penta D-13 is one of them!!)

Exhaust Valve

Inlet Valve

EGS unit:
The next stage to this fixing, although not found in this particluar D-13 engine,
is the EGS unit. The EGS unit – Engine gas treatment (of Particulate Matter) is
a unit found usually in the Volvo engines used in Europe, since it is very costly.
This EGS unit increases the efficiency of the Engine and also decreases the
particulate matter and other pollutants of the engine. These advancements are
done by Volvo in compliance with the Euro Norms (Norms in Europe for the
permissible amount of emission by any automobile - for further deails, please
refer the Section three of this paper.)
39
 Engine Body parts:
Crankshaft Cap:
This cap covers the crankshaft from above and below. It is like a casing for the
crankshaft.

A Crankshaft Cap

Piston rings (Volvo Special):

Each piston ring has a different function:

• Ring 1 & 2:
These two are called
compression rings. They
stop the leakage of air during
compression, so that proper
pressure is maintained.

• Ring 3:
The third ring is the oil ring. The
oil ring provides oil to the piston
for lubrication and cooling.
The opening of all three rings
are at 120° to each other. This is
because at equal spacing they
are the most stable. The three Rings of Piston

40
Timing Plate:
The timing plate is fixed to the body before the fixing of the gears. It is like a
big slide bearing. It is important that the timing plate’s end and the end of the
body are in line.

Flywheel Housing

Timing Plate

Flywheel Housing:
Flywheel housing is a case for holding the flywheel.

Sea Brackets:
These are square brackets connected to the four corners of the body of an
engine to support it while standing.

Sea Brackets

Sea Brackets on all four corner

Piston Cooling Nozzle:

The piston cooling nozzle sprays Oil on the
underside of the piston to cool the piston.

A Piston Cooling Nozzle

41
 Pulley Hub:
A pulley hub is a small gear fixed on the side of the bottom
most gear. This gear is used to coordinate the timing of
strokes between the head and the crankshaft.
A Pulley Hub

Camshaft cap:
This is the holder for cam shaft

Camshaft Cap (bottom Part) Camshaft Cap side view

Oil Stenner:
This part is connects the Oil reservoir and the oil pump. The oil pump sucks the oil
from the reservoir through this part.

The process for suction goes something like this:

Oil stenner --to-- Oil Pipe --to-- Oil Pump --to-- Different Pipes Oil filter --to--
Rest of the Engine --to-- Back to the reservoir.

The amount of oil transported to the rest of the engine

is fixed for the different parts of the engine. Any
change in the amount of oil will disturb the functioning
of the engine. For Instance, if more or less oil goes
to the crankshaft, then the pressure applied by the
oil increases or decreases respectively, resulting in
the faulty working of the crankshaft (the calculation
for the various power strokes is done keeping in mind
the weight of the oil and crankshaft, as both of them
together apply the inertial force that pulls the piston).
An Oil Stenner

42
ECU (Volvo Special):
A Volvo engine is electrically controlled. This means that everything, right from the
injection of fuel to the speed of the flywheel is controlled electrically. This is done
by a unit known as the ECU or the Engine Control Unit (also known as the EMS –
Engine Management System) . ECU forms the heart of a Volvo Engine..

Drawing an analogy from our life, an ECU is like the IC of any computer, where
the whole engine forms the computer (the CPU is the piston).

The advantage of an electrically controlled engine over a normal engine are:

• The working of the engine is faster and more precise.

• For instance, the injector sprays the fuel at the precise time, as
programmed, while this timing needs to be set in the normal engine.
• Another example is the amount of oil sprayed in the piston to cool.
This amount depends upon the pressure of the oil in the oil pipe. In an
electrically controlled engine, the pressure is regulated by the ECU,
while in a normal engine, there is no regulation, and the amount of oil
sprayed totally depends upon the size of the hole of the sprayer. Thus, an
electrically controlled engine is more precise

• More care has to be taken to set the gears and the timing of the camshaft in
the normal engine as compared to the electrically controlled engine.

• The regulation of many things, such as the amount of fuel needed for
refueling, or the amount of oil need for refueling becomes easier in the
electrically controlled engine, since all this information and requirements can
be seen on a screen, controlled by the ECU.

• The analysis of the electrically controlled engine is easier than the normal
engine. This is because, on top of controlling the engine, the ECU also stores
data about the engine’s working. This enables us to analyze various aspects
of the engine quickly, while this process has to be done manually in the normal
engine.

• The repairing on the engine is easy. The ECU stores the data that could
be used for the repairing of an engine. Thus the repairing is easier in an
electrically controlled engine. The repairing is also easier because of the fact
that the ECU controls most of the things in the engine. Thus, there is a high
probability that the ECU is at fault, or any part controlled by the ECU is at fault.
These parts are checked before the others and often it is found that there lies
some faults there.

43
 An ECU
The parts controlled by the ECU are through the use of Sensors.

There are 13 different types of Sensors in an ECU. They are displayed below and
on the next page. Their working is given on page 46.

ECU Lablled with the Sensors

44
 1 Sensors
2 5
1 6
3 4
7

5
11

13

8 9 10 11

ECU Lablled with the Sensors - Colored

Volvo Penta 12
8/22/2014 Borewell Customer Meet 2014 @ Rajkot 20

45
 • Sensor 01: Emergency Stop
The emergency stop button.

• Sensor 02: Charge Pressure/ Temperature Sensor

Wasn’t there in this D-13 engine/ was fixed after I went (must have been
forgotten)

• Sensor 03: Oil Pressure/ Temperature Sensor

The Oil must be kept at a particular Pressure and Temperature, otherwise it
would have a negative effect, as discussed later.

• Sensor 04: Crankcase Pressure sensor

If the pressure increases, there is a high probability that the crankcase may
burst open.

• Sensor 05: Water in Fuel/ Water Separator Sensor

To a certain extent, water in a fuel will not matter. However, after the limit, the
water must be taken out / the fuel must be replaced.

• Sensor 06: Oil level/ temperature sensor

Measures and keeps in check the level and temperature of oil in the reservoir.

• Sensor 07: Fuel Pressure sensor

Measures the pressure with which the fuel is being transported in the pipes. If
the pressure is more, the pipes might burst.

• Sensor 08: Air temperature Sensor/ Pressure Drop Indicator

According to the temperature of the air, the other parts of the engine work. For
instance the cooling is less when the outside temperature is low. Thus, energy
is conserved and the engine kept cool in a proper way due to this sonsor.

• Sensor 09: Coolant level sensor

Measures the amount of coolant. If it is less than a particular value, it is
indicated on the ECU.

• Sensor 10: Coolant temperature Sensor

Measures the temperature of the Coolant.

• Sensor 11: Piston Cooling Oil Temperature Sensor

Measures the temperature of the Oil sprayed to cool the piston. It is important
to keep this in check since if the piston expands more than the diameter of the
liner, it might jam the engine.

46
• Sensor 12: Flywheel speed monitoring Sensor
Monitors the speed of the flywheel, to find the power generated (in horse
powers) or the speed (in rpm – revolutions per minute). It also regulates the
speed of the flywheel, there by controlling the power stroke of the piston.

• Sensor 13: Camshaft gear detecting/Position Sensor

Detects the minor protrusion in the camshaft gear and send the signal to the
ECU for firing the particular injector.

On top of this, the firing of the injector is also controlled by the ECU (but it is not a
sensor).

Oil Pressure Regulatory Sensor Fuel Pressure Regulatory Sensor

Flywheel Speed Monitoring Sensor Oil Level Sensor

Oil In Fuel Sensor

47
 Engine Terminology
The following section describes the terminology related to the working of an
engine. I learnt these new terms during my internship with the Volvo engines.
Thus, I have placed them here.

D-13 Volvo Penta Engine:

The prefix D-13 in the name of the engine serves many purposes

• Firstly, it distinguishes it from other engines such as the D-16 engine.

• This engine is named D-13 because if we calculate the total amount of air
being sucked in by the engine in one turn of the flywheel, it will add up to
precisely 13 liters. Thus, D-13.

TDC and BDC:

The top part of the liner, the part where the piston touches the liner, is called the
TDC or the top dead center of the liner.

BDC is the bottom dead center, the part of the liner where the piston can go to its
bottom most point.

The TDC - in focus part,

the BDC - out of focus part

Length of the piston (bore):

The bore of the Piston is the length of the liner covered by the piston, when it goes
from the Top dead center to the Bottom dead center.

Diameter of the Piston (stroke):

The stroke of the piston is the diameter of the piston.
48
Volume covered by the piston:
There are different types of Volumes calculated in an Engine. All of them are the
required specifications to make that engine.

• Swift volume:
The volume covered by the movement of the piston is called the swift volume.
It is calculated by the formula πr2h (formula for the volume of a cylinder),
where the radius is (stroke/2) and the height is the bore.

• Clearance Volume:
When the piston moves from the Top Dead Center to the Bottom Dead Center,
some space is left between the liner and the piston. The volume of the liner
not covered by the piston is called the clearance volume.
This is calculated by the formula πr2h (formula for the volume of a cylinder),
where the radius is (stroke/2) and the height is the (height of the liner – bore).

• Total Volume:
The total volume is the sum of Swift Volume and Clearance Volume.

Stroke/Firing Order:

The stroke or the firing order for a particular engine is order in which the power
stroke happens in the engine. This is the order in which the piston is fired in the
TDC part.

The firing stroke for the Volvo Penta D-13 engine, the one on which I worked, is
1-5-3-6-2-4. This is, generally, the firing order for most of the 6-Piston engines
(even of other brands). This particular sequence of firing has a reason attached to
it.

49
 To understand the reason, we must understand the working of the flywheel in
detail. The flywheel of an engine rotates by one turn when all the pistons have
covered the power stroke exactly once. Since Volvo Penta D-13 is a 6-Stroke
engine, the flywheel covers one turn (360°) when all six pistons have completed
the power stroke. This means that the power stroke of each piston rotates the
flywheel by 60°.

Now, the function of the flywheel is to act as a go-between for other parts and the
piston. However, remember that the high inertia of the flywheel (and crankshaft)
also helps in bringing a piston back up for the power stroke. So if, for instance, the
first power stroke happens in the first piston and the second in the next one, there
would be so much stress on the metal lying between the two pistons, due to the
high mass of the flywheel which applies a high inertial force on the metal, that the
metal has high chances of breaking.

To stop this from happening, the firing stroke is kept such that there is some gap
between consecutive power strokes, so as to not damage the engine.

Some engines have a firing stroke of 1-4-2-6-3-5 or of 1-6-2-4-3-5. As you can

see, no two consecutive pistons have a consecutive power stroke.

Injector Types:
There are two types of injectors that could be found in an engine:

• DI: Direct Injection

Direct Injection is when each injector is placed slanted in the engine head.
Thus, the injection of the fuel is slanted. Since the surface area covered by the
piston top is uniform, the pressure created by the heated air after combustion
is uneven, there by leading to the uneven and shaky movement of the piston.
This uneven combustion sometimes also leads to cracks in the head of the
engine.

• TDI: Top Direct Injection.

In top direct injection, the problem of uneven combustion is removed since
the injector is placed normal to the surface in the injector hole. Thus, even
combustion takes place and the head is in less danger of cracking.

50
Joining the Engine
Cleaning:
The first step in the process is cleaning. After dismantling the engine, all parts are
cleaned. The cleaning is done using three methods:

• Diesel Cleaning:
The parts are cleaned using diesel. This step is done manually.

• Water Cleaning:
In this method, a jet of water from a pipe, with a high force, is used to clean the
dismantled part and also to remove the diesel stuck on the part.

• Air Cleaning:
In this method, high velocity air from a pipe is used to remove the water and
the dust particles in the part

Each part is first cleaned using air to remove the dust particles, then diesel, then
with water and then, once again, with air.

After Cleaning, each part is wrapped in plastic sheets, so that no dust deposits on
them.

Next comes the overhauling of an engine.

The Overhauling of an Engine is best represented pictorially rather than written.

However, I have added some description so as to make the understanding easier.
THe description for a Picture lies underneath it.

Also, All the values given are from the manual for repairing an engine, published
by the Volvo company.

51
 Overhauling:
The re-fixing of an Engine from its dismantled parts is known as overhauling.

The overhauling of an Engine starts from its Body.

The overhauling of any engine starts with the body of an engine. The body of the
engine has gaps for the liner and all the nuts and bolts to be fixed in later stages.

The very first part to fit in it are the O-rings. There are 3 O-rings that fit in the liner
of the engine. The upper two are black in color. These are to block the water, which
is being circulated inside the liner block as a coolant. The last, bottom O-ring is
purple in color. This is to block the lubricating oil that is being circulated in the liner.
Because of these two O-rings, water and oil do not mix.

52
Next, Anabond Chemical is applied in the inner lining of the liner. The liner is then
fixed in the liner gap. Bolts are then placed in the nearby holes, such that they fix
the liner in place and stop them from moving.

The body is then lifted using the hydraulic machine, turned, and supported on four
corners by supports, to fix the crankshaft in the rear side.

53
 Before fixing the crankshaft, the diameter of the crankshaft (which should be
180cm) and the crankshaft casing with slide bearing is measured. The difference
between these two gives the clearance, which should be between 0.7mm to
0.15mm. In this case it was 0.9mm. This clearance is set for the proper lubrication
of the crankshaft.

The crankshaft is now fixed to the body. The casing bolts are tightened using a
torque of 24 ± 4 Nm. In the center crank (fourth) of the crankshaft a thrust washer
is added.

54
The crankshaft is now ready. The next part to be fixed is the piston of the engine.
The piston is first connected to one end of the connecting rod. Care is taken that
the arrow on the piston and the front part of the connecting rod (as written on
the rod) are facing in the same direction. The other end, to be connected to the
crankshaft, is opened and slide bearings are added to it. The piston rings are then
added to it.

The piston is then oiled and lowered in the liner using a piston pulley. A person
goes below the engine and fixes the cap of the connecting rod to the crankshaft.
Care is taken that the front end of the connecting rod inserted is facing the front
of the engine (i.e. towards the flywheel). Thus, the piston is now in the liner and
connected to the crankshaft. In a similar manner all six pistons are connected.

The Piston Cooling Nozzle is added as well.

55
 Next, the timing plate for gears is added. Care is taken that the plate’s end is in
line with the end of the body. This is done manually.

Next the gears are fixed. First the top gear is fixed, and then the middle. The
middle gear is connected to the top from another gear fixed to it, while it is
connected to the bottom directly. Care is taken that the dot in the middle gear
comes between the two dots in the bottom gear that came fixed with the body.
This is done to set the timing right for the working of piston (will be clear later).
A filler gage is used to measure the gap between the two gears connected. This
gap must be 0.05 - 0.15 mm

56
Next the flywheel Housing is connected. Oil sills are added in the front and the
back of crankshaft. Next, Sea brackets are connected to the body of the engine
on all four corners to support the body without any external support.

Next, the pulley hub is fixed. A reinforcement plate is added at the bottom of the
engine body. The body is now packed from the bottom.

On the top of the body, a head gasket is added. Anabond is applied on the sides
of the protrusion in the body.

After this, the head in fixed on the top of the engine

57
 Head of the Engine:
The head of the engine is first cleaned, much like the other parts.

Then, the smaller parts are removed and re-fixed after oiling and greasing.
The first part removed are the split cols from the valve spring. Then the valve
springs are removed.

Next, the Inlet and exhaust valves are removed. They are Lapped (by Valve
Lapping technique) and the re-fixed. Sometimes, as in this case, they are also de-
rusted.

58
Next, the injector sleeve is inserted in the Space for injector using Injector Sleeve
tools. A thread lock is inserted in the sleeve to lock the sleeve in place. A valve
stem sill is oiled and inserted in the sleeve. The thread lock and the stem sill are
both glued to the inner lining of the hole by the use of Arudite. This ensures that
there is no leakage of diesel in the head, since the diesel is sprayed with a high
pressure in the injector. The sleeve is now fixed using the sleeve tools.

The Inlet and Exhaust springs are fixed next along with the split cols and valve
spring.

The engine head is now ready to be fixed on top of the body.

Although the steps for overhauling Head and the body of the engine are shown
differently here, they usually take place simultaneously. Thus, one mechanic fixes
the head, while the other the body. Then they work together to fix both of them
together.

59
 Engine Body + Head:

There is a special technique for fixing the head of the engine on the body. First
Anabond is applied to the remaining part of the timing gear - the part that will
make contact with the body. Next, the head is placed on the body. Then, the side
bolts (bolts connecting the head to the top gear) are fixed. Next, the big top bolts
(bolts connecting the head to the body) are fixed. The side bolts are then removed
before applying a torque of 100 ±5 Nm and then and angle torque of 120o ± 5o,
followed by an angle torque of 90o ± 5o on the bolts. The side bolts are re-fixed
with a torque of this 90 ± 10Nm. This procedure is followed since while fixing the
top bolts, the side bolts might get bent under the pressure of the head (since the
torque applied on the top bolt fixes the head downward).

60
Next, the camshaft cap and bearings are attached. The cam shaft is attached
next, using a special method. The camshaft need a rocker arm to be attached
with it as well, otherwise it cannot be tightened. Thus, the mechanics used a
dummy rocker arm (a broken rocker arm of another engine) and fixed the cam
shaft using that. They applied a torque of 60 ± 5 Nm and an angle torque of 90o
± 5o. They removed the dummy rocker arm afterwards and fixed the real one with
regulators.

Next, O-rings are added to the injectors, which are then inserted in
the injector sleeves. Then, the working of the regulators in
the cam shaft is synced with the working of the crankshaft.

This is done in three ways:

• First a line on the camshaft (by the manufacturers) is
moved in between the two lines drawn on the head of the
engine. This is shown in the picture.

• Next, a line in the flywheel is matched with a

marking in the flywheel casing, by observing the
line through the hole. This sets the timing with
the gears.

• Lastly, the two dots in the top gear are fixed in

between the hole in the head of the engine, as
shown:

These ensures the proper timing of the firing of the injector and the opening of the
inlet and exhaust valve respectively.
61
 Next the Clearance of the regulators is set at about 20mm using the Filler gage.
This is done because when the engine starts working, the valves heat up and
expand. Thus, they cover the clearance amount. Therefore, it need to be set. This
setting is known as Tepid Setting. A torque of 38 Nm on the Inlet and Exhaust
Valves Regulator and a torque of 52 Nm on the Injector Regulator is applied and
the bolts of the regulators now tightened. The regulators, camshaft, and the rocker
arm are now ready.

Now, Self is fixed.

Then, the Inlet and Exhaust manifolds are fixed in the

head along with the turbo.

62
The ECU is now fixed along with all the sensors. The ECU comes programmed,
therefore it does not need to be reprogrammed for overhauling.

Lastly, the respective pipes (pipes connecting the turbo to the Exhaust manifold
and the Inlet manifold openings) are fixed.

The engine head cover is now fixed on the top.

The main overhauling is now over. Only the tail is left.

63
 Tail of the Engine:

First, the water cooler pump is fixed. The oil pump, the oil cooler, oil filter and the
oil stenner are fixed.

The oil reservoir is fixed now. All the connecting pipes (pipes connected the
reservoir to the pump, to other parts, to ECU etc) are fixed.

All other small parts are now fixed to the engine.

The engine is now ready.

64
 The Problem
The problem that we had faced was during the fixing of the flywheel.

After a flywheel is fixed, it is rotated once, using a gear connected to a torque

wrench (a smaller one). Thus, the same process was followed here. However,
the flywheel did not respond, at all, to the torque’s push. It did not budge when
the torque was applied . This was quite baffling for the mechanics since they had
never faced a problem like this. Thus, began their investigation that led them to
resolving this million dollar problem.

Investigations:
The mechanics investigated in various ways.

1. First they opened the flywheel, re-cleaned it, and then fixed it back on
the flywheel casing. They thought that there must be some rust that was
preventing the flywheel from moving. However, this did not do any good. The
flywheel stayed adamant.

2. Next they tried and change the flywheel. They inserted the flywheel of a
different engine, a Volvo Penta D-16 engine. This would not work because,
as they pointed it out to me, the fly wheel of a Volvo Penta D-13 and a Volvo
Penta D-16 engine was the same (they were experienced, they had fixed at
least 25-30 D-13 and D-16 engines!!) Still, they gave it a try, but no luck

3. They changed the flywheel housing of the engine. They thought that the
housing might have been exchanged with some other Engine. However, this
did not work as well.

4. Next, they checked that the center crank of the crankshaft had the thrust
washer fixed in it. Often they had noticed that the absence of a thrust washer
led to the jamming of the flywheel. However, the thrust washer was present.

5. For their fifth try, they checked the whole engine. They thought that there must
be some fault in the fixing of the engine. In fact, they did find one!! The fourth
piston was inserted in the opposite direction (against the flywheel. Remember
– the front end of the connecting rod and the arrow of the piston – which
indicated the piston’s front – was to face the flywheel). They fixed this problem
by dismantling the fourth piston and then refitting it. However, this did not fix
their problem.
65
 Finally, the Solution:
While pondering over the solution, it was found that there were two more engines
opened in the room alongside. Both of them were D-16 flywheels. They had
already tried a D-16 flywheel. They thought that it would not work, however, this
was their key. Their workday got over and they went home.

The next day, when all of us returned, one very experienced mechanic had an
idea. He said (quote-unquote since he said it in Hindi) “Why don’t we try the other
two flywheels? Maybe the company decided to build and try out a separate design
for an engine, and then forgot to separate it from other units…..”

So, they went on to try the other flywheels. And lo behold!! The mechanic’s words
came true! They found their solution.

The fourth flywheel they checked had a slightly different design. It did not have
a protrusion, a minor design change that was not allowing the flywheel to rotate.
When the entered the fourth flywheel, they found that the flywheel ran smoothly.

They said that this had never happened in their history. This was new to them and
they would remember this the next time they encounter such a problem.

My contribution to this problem:

My contribution to this whole problem was minor, although I am proud of it! When
asked to resolve the problem, I, with my very basic understanding of engine, did
provide some solutions that could be implemented. However, they rebutted each
of one them, carefully explaining to me why it would not work. Thus, although I
was of very little help, I learnt a lot from this.
66
Part 1: Introduction to Engines 05

Part 2: Volvo Penta D-13 Engine 25

Part 3: Comparison 67
• Cummins 68
• Volvo Penta 69
• Engine Specification 70
• Emission Compliance 72
• Comparison 74

67
 Cummins
The Cummins Company was founded in 1919 by an Indiana Mechanic - Clessie
Cummins. It began by developing engines and successfully released one, used in
small railroad switchers, in the market after 15 years.

During World War, Cummins started gathering market with its N-series Engines
and Powerful, Heavy-duty Truck Engines. Later, it also started manufacturing
different varieties of Marine Engines: Mid-Range, Heavy Duty, and High
Horsepower Engines. Currently, besides trucks and Marine industries, it also
develops engines for the Mining Industry, the Construction Industry and many
others.

At present, Cummins runs in more than 200 countries. In India, it began its
business in the year 1962, in a joint venture with the Kirloskar group. As of 2013,
Cummins has generated a revenue of $1.5 billion in India and has 20 factories and
employs more than 9000 workers.

Cummins KTA-19 Engine

68
 Volvo Penta
Volvo Penta started as a small business by a mechanic named John G. Gronvall
in 1868. The business of John G. Gronvall and Co. was to sell everyday
items such as stoves and pots. Soon, they started manufacturing agriculture
equipments.

In the 1900s, the company expanded and started producing steam Engines and
water turbines. In 1907, the company developed a 3 Horsepower Compression
Engine with another Stockholm-based Engineering company called Fritz Egnell. A
five member committee was made to decide a name for this engine. They failed,
however, since they were five, the engine was named Penta.

In 1916, this company - John G. Gronvall and Co. - was brought by Egnell and
renamed AB Pentaverken. Production was concentrated on Marine Engines.
Penta designed many engines between the year 1916 to 1925.

In the year 1925, Assar Gabrielsson, the founder of Volvo, wanted an Engine for
the first Volvo automobile. A four cylinder 28 HP engine was designed by Penta.
Later that year, penta became a part of Volvo. Thus, it came to be known as
Volvo Penta.

Volvo Penta continued to produce different deigns of Engines. It has introduced

many new Engines in the market. It is one of the largest dealers for Marine
Engines and has over 4000 dealers in 130 countries. It produces Engines in other
areas as well such as for boats and for generators.

Volvo Penta D-13 Engine

69
 Engine Specification
There are five types of D-13 engines produced by Volvo, each with different
Crankshaft Power (power generated by the crankshaft). They also consume
different amounts of fuel. However, their basic design is the same.

Engine Designation D-13

No. Of Cylinders 6 All in-line
Method of Operation 4-Stroke Diesel Engine
Direct Electronic Injection
Turbocharged Engine
Bore (millimeter/inches) 131/5.16
Stroke (millimeter/inches) 158/6.22
Flywheel Housing Size (inches) 14
Compression Ratio 18.5
Emission Compliance EU IWW
IMO NOx
CCNR Stage 2
US EPA Tier 3
Crankshaft Power (kilowatt/Horsepower):
• D-13-400 294/400
• D-13-450 331/450
• D-13-500 368/500
• D-13-550 404/550
• D-13-600 441/600
Fuel Consumption @ 1400 rpm
(Gallons/Kilowatt-hour / lb/ Horsepower-hour)
• D-13-400 202 / 0.33
• D-13-450 200 / 0.32
• D-13-500 200 / 0.32
• D-13-550 197 / 0.32
• D-13-600 197 / 0.32
Fuel Consumption @ 1800 rpm
(Gallons/Kilowatt-hour / lb/ Horsepower-hour)
• D-13-400 208 / 0.34
• D-13-450 211 / 0.34
• D-13-500 212 / 0.34
• D-13-550 211 / 0.34
• D-13-600 207 / 0.34
70
Some graphs to demonstrate the minor differences between the various type of
D-13 Engines. These graphs have been borrowed from a Volvo Penta Manual on
D-13.
This graph denotes the relation
between fuel consumption and
RPM. As is obvious from the
information given previously,
D-13-600 consumes the most
fuel, while D-13-400 consumes
the least.

The next graph denotes the

relationship between Power
generated by the crankshaft and
the RPM. As observed from the
graph, the power generated by
the crankshaft is maximum for
D-13-600 for increasing rpm.
This runs in coherence with the
previous graph that D-13-600
has the maximum intake of fuel
amongst all D-13 models.

The last graph points to the torque

produced by the different D-13
Engines. D-13-600 produces the
most torque, while D-13-400 the
least. However, as observe, the
graph dips constantly, throughout
its course. This is because the
fuel is partially consumed with
increasing RPM. Therefore, the
manufacturers have optimized
the graph to give a specific RPM
where the engine runs the best -
1400 RPM.
71
Emission Compliance
This section discusses the Emission Compliance Category given in the previous
table.

Every Volvo Engine complies with the European Emission Standards and
other Emission standards for exhaust emission, as mentioned before. These
compliances are mentioned under the category Emission Compliance.

The following are the emission standards that a Volvo D-13 Engine complies by:

• European Emission standards for Engines -

The European Emission standards for Engines used in Non-road mobile
Machinery (NRMM) are a set of rules made to maintain the environmental
standards. They are divided into Stages, each successive one more stringent
than another (The stages are the laws updated over a period of time). As one
advances onto the next stage, the amount of emission generated decreases,
while the efficiency of the Engine increases.

The Volvo engine on which I worked followed Stage IV standards. Currently in

India, as informed by the mechanics of the company, very few stage V engines
exist as they are really costly (even though they are more efficient). Mostly
stage IV engines are used.

72
• EU IWW -
These are the emission standards set by the Inland Waterway Transports
(IWW) in the European Union. The Inland Waterway Transport is an agency
under Eurostat - the statistical office of the European Union.

• IMO NOx -
These emission standards for the emission of oxides of Nitrogen are set by
the IMO - International Maritime Agency. Every marine Engine producing a
power output of over 130kW, other than the engine used solely for Emergency
purposes, has to comply with these standards.

IMO issues an International Air pollution Certificate (EIAPP) only after it

surveys the engine and ensures that the engine meets the certification
requirement and the NOx technical code 2008.

• CCNR Stage 2 -
CCNR stands for the Central Commission for the Navigation of Rhine. In 2012,
after 2 years of planning, the CCNR came up with a strategy for reducing fuel
consumption and greenhouse gas emission from navigation on the Rhine.
This strategy was then drafted into a report, one followed by many companies
today.

• US EPA Tier 3 -
US EPA or the United States Environmental Protection Agency is a agency
established in 1970 to ensure the protection of the environment by the way
of federal research, monitoring, standard setting and enforcement activities.
EPA’s mission is to protect human health and environment.

The US EPA tier 3 are a set of protocols for Marine Diesel Engines. They
reduce the pollutants in Air that are produced by them.

Comparison between various norms - Euro, Bharat (BS) and US

73
 Comparison
In this section I have compared the two engines with whom I have worked - A
cummins Engine and a Volvo Penta Engine.

All the information and tables in this section have been borrowed from the data
compiled by my mentor in the Volvo Penta Garage - Mr. Maheshbhai I am really
thankful to him for providing me with this data. This data and all the information is
100% original and has been taken from real engines.

Company and General Comparison:

The very first comparison is the comparison in companies.

1. Firstly, Volvo Penta is a specialized company that mostly makes Marine

Engines, while Cummins is a lot more diversified than Volvo Penta.

2. Secondly, Volvo Penta engines are kept updated by the constant stringent
Euro Emission Control Standards. However, this is not the case with Cummins
Engine. In fact, as the mechanics in the workshop pointed out, Volvo Penta is
one of the few companies that constantly updates its technology to comply with
the Euro Emission standards.

3. Thirdly, the cost. Cummins and Kirloskar Engines are so widely used in India
for one major reason - Cost. Cummins Engines are really cheap (as compared
with Volvo Penta Engines).
Having Personally experienced this, I must say that this is a major difference. I
have handled both the companies Injectors (for Fitting O-rings and then fixing
them), however, while handling Volvo Penta’s I had to be extra extra cautious
since they were of 3 - 3.5 lakhs!!

4. As a rebuttal to the third point, Volvo Penta engines are highly efficient and long
lasting that Cummins Engines.

5. Fifth difference and the last in this category is that even though Cummins has
more Factories and workers working for it in India, Volvo Penta Engines are
fixed easily than Cummins Engine. This is because, even though there are
highly qualified engineers in Cummins, the design of Volvo Penta Engines is
more elegant and smooth, making them easier and faster to fix.

74
 4
4
8
8
0
0
0
2
2
4
2
4

98

192
600
600

60000
44400

4
4
8
8
2
4
0
2
2
4
2
4

98

192
60000
44400

1200
1200
TOTAL COST OF OPERATION CALCULATION FOR 4800 HOURS AS PER PRACTICAL DATA

4
4
8
8
0
0
2
2
2
4
2
4

98

192
60000
44400

1800
1800
[Link] of operation for 4800 hours ( VOLVO PENTA D13 Engine 500BHP@1800 RPM )
Hours
Part Name Qty/Engine Qty/Barge 600 1200 1800 2400 3000 3600 4200 4800 Total Qty Unit Price Total ( INR )

4
4
8
8
2
4
0
2
2
4
2
4

98

192
aka and it is about 32 to 37 Liter per hour.

60000
44400

2400
2400
Fuel filter 2 4 4 4 4 4 4 4 4 4 32 8,275.00 2,64,800.00

A D13 Engine 500BHP@1800 RPM )

Filter Insert, water separator 1 2 2 2 2 2 2 2 2 2 16 1,640.00 26,240.00

Special Note :
Hours
Hours
Oil filter, full flow 2 4 4 4 4 4 4 4 4 4 32 2,067.00 66,144.00

4
4
8
8
0
0
0
2
2
4
2
4

98

192
60000
44400

3000
3000
Oil filter, by pass 1 2 2 2 2 2 2 2 2 2 16 1,738.00 27,808.00
Air filter insert 1 2 2 2 2 2 2 2 2 2 16 12,047.00 1,92,752.00

4
4
8
8
2
4
2
2
2
4
2
4
V-ribbed belt 1 2 0 0 2 0 0 2 0 2 6 4,814.00 28,884.00

98

d from Rahulbhai Ganatra and it is about 50 to 53 liter per hour

192
60000
44400

3600
3600
Zink anode 2 4 0 4 0 4 0 4 0 4 16 1,744.00 27,904.00
Sea water pump impeller kit 1 2 0 2 0 2 0 2 0 2 8 12,420.00 99,360.00

4
4
8
8
0
0
0
2
2
4
2
4
Lub oil - VDS-3 49 98 98 98 98 98 98 98 98 98 784 224.00 1,75,616.00

98

192
60000
44400

4200
4200

according to the operating condition please be noted.

Fuel consumption (37L/Hr/Engine) 37 74 44400 44400 44400 44400 44400 44400 44400 44400 355200 55.40 1,96,78,080.00

etition Cummins KTA-19 Engine 500BHP@1800 RPM )

Approx. Cost of operation for 4800 hours with Volvo Penta Engine 2,05,87,588.00

4
4
8
8
2
4
2
2
2
4
2
4

98

192
***Oil change period 600 hour

60000
44400

4800
4800
***Average fuel consumption data received from barge operators in Farraka and it is about 32 to 37 Liter per hour.
Specific Operating Cost Comparison:

OF OPERATION CALCULATION FOR 4800 HOURS AS PER PRACTICAL DATA

8
6

32
32
64
64
16
16
16
32
16
32

784
[Link] of operation for 4800 hours ( Competition Cummins KTA-19 Engine 500BHP@1800 RPM )

1536
480000
355200
Hours

Total Qty
Part Name Qty/Engine Qty/Barge 600 1200 1800 2400 3000 Total Qty 3600 4200 4800 Total Qty Unit Price Total ( INR )
Fuel filter 2 4 8 8 8 8 8 8 8 8 64 668.00 42,752.00
Oil filter, full flow 2 4 8 8 8 8 8 8 8 8 64 466.00 29,824.00
Oil filter, by pass 1 2 4 4 4 4 4 4 4 4 32 466.00 14,912.00

Unit Price
Unit Price

55.40
238.00
7,500.00
466.00
466.00
668.00
55.40
224.00
12,420.00
1,744.00
4,814.00
12,047.00
1,738.00
2,067.00
1,640.00
8,275.00

Air filter insert 1 2 4 4 4 4 4 4 4 4 32 7,500.00 2,40,000.00

ost Savings by using Volvo Penta engine instead of Cummins engine in 4800 hours
Approx. Cost of operation for 4800 hours with Cummins Engine
Approx. Cost of operation for 4800 hours with Volvo Penta Engine
Lub oil 48 96 192 192 192 192 192 192 192 192 1536 238.00 3,65,568.00
Fuel consumption (50L/Hr/Engine) 50 100 60000 60000 60000 60000 60000 60000 60000 60000 480000 55.40 2,65,92,000.00
Approx. Cost of operation for 4800 hours with Cummins Engine 2,72,85,056.00
clearly points out the difference between the two engines in terms of cost.

***Oil change over period 300 hour hence Qty. doubled for 600 hours
***Average fuel consumption data calculated as per information received from Rahulbhai Ganatra and it is about 50 to 53 liter per hour

The above fuel efficiency data is obtained from the client in his actual operating conditions. The fuel economy may vary
Here I have attached a chart compiled by my Mentor, with his permission, which

66,97,468.00
Total ( INR )
Total ( INR )

2,72,85,056.00
2,05,87,588.00

2,65,92,000.00
3,65,568.00
2,40,000.00
14,912.00
29,824.00
42,752.00
1,96,78,080.00
1,75,616.00
99,360.00
27,904.00
28,884.00
1,92,752.00
27,808.00
66,144.00
26,240.00
2,64,800.00

Operating cost Savings by using Volvo Penta engine instead of Cummins engine in 4800 hours 66,97,468.00

75
Summary as per the study carried out :
Fuel saving of at least 15-20% Special Note :
The above fuel efficiency data is obtained from the client in his actual operating conditions. The fuel economy may vary
 Thus, as is obvious from the chart, the operating cost of a Volvo Penta D-13-500
Engine is lower than a Cummins KTA-19 Engine (a really famous one by Cummins
which is highly used in India!!). For three months, a person will benefit by about 66
lakhs. (In case of ideal machines and ideal circumstances that no machine breaks)

Even though people know and understand this fact, they are really hesitant to take
up Volvo Penta because of its high initial cost.

Engine Comparison:
Here I have compared the Engines Directly - i.e. stated the difference between
their structures and various other factors. These differences have been noted by
my mentor in case of real life working engines.
• A Volvo Penta Engine Consumes less fuel, by at least 15 to 20%. This will
increase, directly, the profit earned by the operator. It might, and in this case it
does, lead to less emission.
• There is low Lubricating Oil Consumption in a Volvo Penta Engine.
• The oil drain Interval is higher than Cummins Engine.
• A Volvo Penta Engine is lighter by 800 Kg than a Cummins Engine (in this case
comparing the Cummins model KTA-19 and Volvo Penta D-13-500). This is
highly beneficial because, for instance, a boat containing a Volvo Penta Engine
will be able to bear more load than a Cummins Engine - increasing the income.
• A Volvo Engine is more compact than a Cummins Engine. Thus, there is more
engine room.
• A Volvo Penta Engine is totally Electronically Operated. As shown in the
previous section of this paper, the engine is operated with the use of sensors
and a central controlling unit known as the ECU - Engine Control Unit. This
means that there is no Excess or Lack of anything. For instance, there is no
over speeding due to the rpm monitoring sensor. There is no excess or lack of
fuel pressure, which leads to near ideal combustion and very less emission.
These things make a Volvo Engine much better as compared to a Cummins
Engine.
• In case there is a lack or excess of anything, a Volvo Penta Engine has an
in-built, electrically controlled, safety mechanism
• Also, due to being electrically controlled, a Volvo Penta Engine is faster than a
Cummins Engine in many regards.
• The Injection pressure is more, leading to better combustion of fuel.
• The Injection system is TDC, while Cummins follows DC system in many of its
engines. DC leads to incomplete combustion of fuel and sometimes also to the
cracking of the head of the engine.
• The amount of noise produced by a Volvo Penta Engine is less.

All in all, a Volvo Penta Engine seems (and looks!) better than a Cummins Engine.

76
 Conclusion
To Conclude, it has been a really great ride with Engines. I started from a basic
Cummins Model in a garage, dedicating my Time, Effort and Energy in the work
I did. I then went on to learn about Volvo Penta Engines and immediately fell in
love with them. I tried to learn all about them, what each part did and where it fit.
It wasn’t easy working with those experienced mechanics. Many a times, I would
come home, muddy, tired and utterly exhausted, only to remember the homework
given to me by them - reading about 30 pages of the Engine Making manual! Still
I never gave up.

I have now learnt to admire these engines. Their elegant working, their beautiful
craftsmanship has me spell bounds. It would not be wrong of me to call them
Elegant Massive Beasts with whom I have become attached.

I still try and find time to go the workshops, where I have worked. I chat with the
mechanics and try and learn whats new in their world - the world of engines. This
way, it keeps me closer to these massive beasts. I hardly have time for them
now, but whenever I can, I try and look up the net, studying about them more and
more.

My journey with Engines has not yet ended. And it never will. This is just the
beginning, the beginning of something great and beautiful in my life.

77
 Acknowledgement
I would begin by acknowledging the help of my mentor in the Cummins Workshop
- Mr. Jamanbhai. He has shown me the world of engines. He help me take the
first step in it and walked with me many further steps. I am utterly grateful to him.
Without his guidance and support, I would have never achieved what I have today.

Next I would like to thank my mentor in the Volvo Penta workshop, - Mr.
Maheshbhai. He introduced me to the world of Volvo Penta - one of the best
engines in the world to work with. He helped me understand the mechanism of an
engine and showed me how to work with them. Thanks a lot for what you did, sir.

Next, I would like to thank all the mechanics with whom I worked. They are the real
backbone of my project and all the knowledge that I have gathered can be credited
to them. Without them, I would know nothing and might not even have developed
an interest in Engines. They taught me how to handle an engine and how to
dismantle a broken one, then join it to end up with a brand new one!! Thanks a lot
to them!!

I would also like to thank my parents, especially to my mother for making me

tiffin food whenever I went there. I also want to thank my sister for supporting me
throughout my internships (and also for protecting me from my mom when she got
angry because I made the whole home dirty!)

Lastly, I would like to thank all those who have helped me in my internship and
with this project work. Without you, I would not have developed such interest and
knowledge that I have currently. Thanks a lot to you all!!

And to the readers to for reading this paper. I hope you enjoyed it.

If you did, why not give an Internship with Engines a shot? Grab your notebook, go
out and find the nearest Engine repairing workshop and start engaging!

78
 Bibliograpy
The citations here are in the MLA format, along with the link, wherever available. The author has
just referred these texts and has no intention of copying any material. All pictured borrowed from
any websites have also been cited here.

“Central Commission for the Navigation of the Rhine - Conventions, Agreements and Rules of Procedure.”
Web. <[Link] || “Cummins.” Wikipedia, the free encyclopedia 7
July 2016. Wikipedia. Web. <[Link] ||
“Diesel Engine.” Wikipedia, the free encyclopedia 23 June 2016. Wikipedia. Web. <[Link]
org/w/[Link]?title=Diesel_engine&oldid=726662102>. || “Diesel KTA19-Series | Cummins G-Drive.”
Web. <[Link] ||“Emission Standards: Europe:
Nonroad Engines.” Web. <[Link] || “Engine.”
Wikipedia, the free encyclopedia 21 June 2016. Wikipedia. Web. <[Link]
php?title=Engine&oldid=726345592>. || EPA, US. “Tier 3 Vehicle Emission and Fuel Standards Program.”
Policies & Guidance. Web. <[Link] || “Four-Stroke Engine.” Wikipedia, the
free encyclopedia 8 June 2016. Wikipedia. Web. <[Link]
engine&oldid=724266502>. || “Inland Waterways Transport (iww).” Web. <[Link]
cache/metadata/EN/iww_esms.htm>. || “Kubota Engines on DieselNet.” Web. <[Link]
com//kubota/> || “Metals - Specific Heats.” Web. <[Link]
metals-d_152.html>. || “New Volvo Penta D13 Marine Commercial. More Power with Lower Emissions
and Less Fuel.” Web. <[Link]
layouts/[Link]/[Link]?[Link]=87019> || “Nitrogen Oxides (NOx) –
Regulation 13.” Web. <[Link]
Pages/Nitrogen-oxides-(NOx)-%E2%80%[Link]>. || “The Motorship | Engine and Genset
Family Completed.” Web. <[Link]
completed>. || “Two-Stroke Diesel Engine.” Wikipedia, the free encyclopedia 30 May 2016. Wikipedia.
Web. <[Link] ||
US EPA, OEI. “Automotive Sectors (NAICS 336, 4231, 8111).” Collections and Lists. Web. <https://
[Link]/regulatory-information-sector/automotive-sectors-naics-336-4231-8111>. “Volvo Penta.”
Wikipedia, the free encyclopedia 6 Nov. 2015. Wikipedia. Web. <[Link]
php?title=Volvo_Penta&oldid=689337372>. || “Volvo Penta Engines - Marine Parts Express.” Web.
<[Link] || “Volvo Penta Exploded View /
Schematic Contacts and Sensors TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE,
TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE - [Link].” Web <[Link]
[Link]/en/[Link]>. || “Volvo Penta Moves
to the Future ahead of Stage V Emissions Regulations - News : Volvo Penta.” Web. <[Link]
[Link]/volvopenta/industrial_2015/en-gb/our_company/news/_layouts/[Link]/
[Link]?[Link]=151750&[Link]=en-gb>. || “Volvo Penta Parts and Accessories -
[Link].” Web. <[Link]
79
 The Company
where I worked - 2
Jaman Bhai’s Workshop
Jamanbhai’s workshop was started by Mr.
Bhudhrji Harilal Dudhiya, the current owner of
the workshop (his nickname is Jamanbhai!!). He
began with the repairing of machineries from Oil
Mills in 1976.

In 1985 He moved on to repair Marine Parts

such as Engines and other small repairs.

He gets three types of Engines to repair - From

Cummins, from Kirloskar and from Caterpillar
as well. These engines are of different
horsepowers, ranging from 3 HP to about 100
HP!! Currently, his workshop repairs 12-15
complete engines yearly, whether they are in his
workshop or on site - in a tug or a ship.

On top of this, small repairs are a constant

part of his life. His workshop repairs every part
of Marine Engines as well as parts of other
machines used by us in our everyday lives as
well.

His workshop has 24 permanent employees working for him, currently - the
highest that he has ever got. These workers can fix a full engine in 4-5 days, if the
engine is between 200-400 HP. If the engine is very big, then the workers can fix
the engine in 10-12 days. These include 500-1000 HP engines in his workshop as
well as on site.

Along with repairing Engines, Jamanbhai has also started the selling of some
parts of Marine Engines that he manufactures - at a cheaper rate than the market.
He manufactures sea water pumps, Gear Pumps and Hydraulic systems that are
required in tugs (not in Engines).

We wish him the best of luck for his future and hope that he keeps progressing!!

80
 The Company
where I worked - 1

M.M. Industries
M.M. Industries was started by Mr. Maheshbhai Vejriya, my mentor and the owner
of the company. He started by selling spare parts for Ashok Leyland in the year
2000. In the year 2007 he obtained the dealership for selling Volvo Parts and
repairing Volvo Engines. Soon he started providing on-site services as well.

Currently, his workshop repairs Engines for Ashok Leyland and for Volvo along
with on-site services and selling of spare parts for the above two companies. His
repairing workshop consists of a total of 7 mechanics - 4 of which work in the
workshop, while 3 provide on-site services. Overall, his company employees 32
people - which includes accountants, Engineers and others.

His company’s mechanics repair about 2 Engines of Volvo and 4 of Ashok

Leyland per month. They do so in about 5 days and 3 days per engine,
respectively. Mr. Maheshbhai’s company provides services all over India. Also, he
is the only certified dealer of Volvo Penta in the whole of Gujarat and Rajasthan.

It was truly an honor to learn under you. Thank you sir, for all the guidance.
81
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 Cummins KTA-19

84 Volvo Penta D-13