and KTA50. Minimal changes to the footprints,
mounts, ratings, and optional equipment from the current KV engines ensure less complexity for both newbuild installations and re-powering projects. In the case of the QSK38, it is said that parts common- ality with its antecedent, the KTA38, is about 70%. The QSK38 covers propulsion and
marine auxiliary applications in respec- tive rating bands of 821kW-1268kW (1100bhp-1700bhp) and 984kW-1044kW (1320bhp-1400bhp), while the QSK50 serves the same sectors at 1193kW-1567kW (1600bhp-2100bhp) and 1291kW-1343kW (1730bhp-1800bhp) respectively. Target sectors include offshore support
vessel, tug, coastal, and inland vessel propulsion, as well as ships’ service power across a broad range of vessel types. Te first European installation of the
Tier 2-compliant QSK38M has involved the inland waterway barge Lambada, under a contract carried out by Ketels, the Cummins dealer in Ghent, Belgium. Lambada’s prime mover
The new Caterpillar C18 ACERT marine genset balances power density and fuel efficiency, with EPA Tier 2 emissions compliance.
produces
about 900kW (1200hp) at 1800rev/min. The arrangements include the recently developed Cummins C Command Elite engine control panel system, and a new Twin Disc reduction gearbox. In North America, uptake of the new
design has included the re-engining of the EPA’s largest research and monitor- ing vessel, Lake Guardian, operated by the agency’s Chicago-based Great Lakes National Program Office. Te new plant is based on a pair of Tier
2-certified Cummins QSK38 diesels, each delivering 1200hp (900kW) through Twin Disc gears for power translation by propel- lers in Kort nozzles. C-Command Elite Plus monitoring is incorporated in the engine systems. Among the references on the newbuild
front, the 2007-commissioned pusher Eugenie Cenac is powered by two QSK50-M Tier 2-compliant engines, each producing 1600hp (1200kW). Te V-16 diesels deliver their power through Reintjes gearboxes, with 6:1 ratios.
Electronics As with the QSK19, the QSK38 and QSK50 incorporate Cummins’ Modular Common Rail Fuel System (MCRS), which allows
Ship & Boat International May/June 2008
multiple injection events to precisely control engine fuelling. MCRS provides constant high injection pressure regard- less of engine speed or load, delivering more low-end torque and idle stability while dramatically reducing noise and vibration. Cummins has utilised an advanced,
in-cylinder solution to meeting Tier 2 and Stage IIIA emission standards without increasing displacement or making significant configuration changes. Quantum Systems electronics are
driven by an electronic control module (ECM), proven in rugged applications across Cummins platforms. The C Command instrument panels, part of the proprietary Electronic Information System (EIS) product line, include various monitoring and display options, logging critical operating parameters such as engine load, duty cycle, speed, and fuel consumption, while affording diagnostic and prognostic capabilities. A common point of connection in the
customer interface box simplifies the link between engine electronics and vessel systems. Te Cummins marine portfolio also
includes an upgrade of the KTA38-M0 engine to meet Tier 2 emission levels. Te K38-M was developed in response to customer requests for Tier 2-compli- ant prime movers in the 600kW-750kW
range (800hp-1000hp), and will also meet EU Stage IIIA regulations. While the K38-M uses a similar
footprint, mounting, and ratings, and sharing most hardware with its predeces- sor, emissions compliance has been achieved by minor modifications in air handling and fuelling, timing adjust- ments, and adoption of low temperature aſter-cooling.
New models On behalf of the Engine Manufacturers Association (EMA) in the USA, Cummins publicly affirmed the industry’s support of the EPA’s Final Marine Engine Rule in March 2008. Aimed at significantly reducing air
pollution from diesel-fuelled engines installed in tugs, barges, ferries, workboats, and recreational marine craſt and also locomotives, the legislation is intended to cut PM emissions by 90% and oxides of nitrogen (NOx) emissions by 80%. The rule provides for clean air
standards comparable to those that the EPA has adopted for large diesel trucks and buses, and for construction, mining, and agricultural equipment. Te move is predicated on the basis of the prospective health benefits. It is contended that these will outweigh costs by 15 to 1. Te criteria set will need to be achieved
29
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