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THIS ARTICLE IS STILL EVOLVING!
The page may contain rough drafts that include raw source materials.

DRAFT!

Modern boat engines are typically
4-stroke cycle,
reciprocating piston,
internal combustion engines
that combust either
gasoline via spark ignition with about an 8:1 compression ratio
or
diesel via compression ignition with a 15:1 or higher compression ratio.
(The higher an engine’s compression ratio, the higher its potential efficiency)

A 4-stroke cycle engine evacuates nearly all the combustion gasses out of each cylinder by the end of the piston’s exhaust stroke. The exhaust valve(s) close, the intake valve(s) open and the piston then draws fresh air containing oxygen into the cylinder during the piston’s intake stroke. The amount of fresh air taken into the cylinder with each intake stroke can be dramatically increased by “air charging” using a supercharger such as a turbocharger (often called simply a “turbo”). However, the amount of fresh air taken into the cylinder with each intake stroke can be decreased by any restriction of the fresh air flow such as caused by air filters, small intake valves and ports, but most dramatically by a throttle valve. The word “throttle” here means “to restrict or cut off the air flow.”

Most spark ignited engines are fitted with a throttle valve (like the one shown below) to control engine speed by adjusting the amount of fresh air allowed into the engine for combustion. The fuel (i.e. gasoline, propane or natural gas) is mixed with the incoming air at the proper fuel-to-oxygen ratio (called simply “mixture”) using a carburetor or a pressurized fuel injection system.

“Butterfly” Type Throttle Valve

The following graph shows how the fuel (red line) and intake air’s oxygen (blue line) maintain a nearly perfect mixture as the engine’s throttle valve opens and the intake air flow increases from idle to wide-open-throttle (WOT). Note that the red fuel line is slightly higher then the blue oxygen line. This is because most gasoline engines, operate on a slightly “fuel rich mixture” (commonly called simply a “rich mixture”) to avoid “backfiring” and “detonation”.

A serious disadvantage to this type of air and fuel management is the reduction of “effective” compression when the engine runs at less then WOT as the air is less dense the more it is throttled. Having less air to compress (as shown in the graph above by light blue shading) results in less compression, and in turn, less efficient combustion and increased emissions.

The introduction of the engine’s own spent exhaust gasses (shown in the graph below by grey shading) which contain hardly any oxygen, into the engine’s intake air via an exhaust gas recirculation (EGR) system when the engine’s fresh air is throttled, increases the overall volume of intake gasses which helps restore the engine’s “effective” compression, increasing combustion efficiency and reducing exhaust emissions. This is why EGR systems were introduced on automobile engines back in the 1970’s. Unfortunately, exhaust gas recirculation systems have proven to be high maintenance and tend to ‘gum up things’, technically speaking.

+

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Selecting the right engine for a particular application is critical in order to achieve the desired performance with the maximum efficiency and service life from the engine. This is especially true in the case of diesel engines due to one feature that is inherent on all spark ignition engines (i.e. fueled with Gasoline, Propane or Natural Gas) but lacking on most compression ignition engines (i.e Diesel or Bunker Fuel). This feature is well known by engine designers, but often overlooked or unknown by boat builders, outfitters and refitters (i.e. those that repower boats). This one feature is an intake air control valve (described above and better known as a throttle valve) in the air induction system. The only Diesel engines to have this feature use it for “Emergency Shut-Down” in the event of a “run away” engine and/or in conjunction with an Exhaust Gas Recirculation (EGR) system.

Diesel engines without EGR systems can only use this feature to shut down the engine because any serious restriction of the aspiration air would reduce the heat produced by compression in the combustion chamber, and at some point the fuel would no longer be ignited by the heat of compression and the engine would simply stop running. By cooling and recirculating inert exhaust gases into the combustion chamber through an EGR system as oxygen containing intake air is reduced by a throttle valve, a diesel engine can still achieve the temperatures needed to ignite the diesel fuel by compression. When these engines are throttled down, the fuel system reduces fuel flow to the combustion chamber as the oxygen is reduced by the throttle valve, thus maintaining the proper fuel-to air ratio commonly called “Fuel Mixture”.

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DRAFT!

A gasoline-fueled internal combustion engine obtains energy from the combustion of gasoline’s various hydrocarbons with oxygen from the ambient air, yielding carbon dioxide and water as exhaust. The combustion of octane, a representative species, performs the chemical reaction:

2 C₈H₁₈ + 25 O₂ → 16 CO₂ + 18 H₂O

+

Fuel Mixture:
The example below illustrates combustion of Methane (Natural Gas) in a spark ignited engine. This simple example helps illustrate the principle of fuel-to-air ratio known as “Fuel Mixture”.

CH₄ + 2O₂ → Heat Energy & CO₂ + 2H₂O
CH₄ represents the Methane molecule
which contains one Carbon (C) atom and four Hydrogen (H) atoms.
2O₂ represents two Oxygen molecules with each containing two Oxygen (O) atoms.
CO₂ represents the Carbon Dioxide molecule. 2H₂O represents two Water molecules.
During combustion of the perfect fuel-to-air mixture shown above, the links between the
Carbon (C) and Hydrogen (H) in the Methane molecule are broken releasing heat energy and
creating two expanding gasses: One molecule of CO₂. And Two molecules of H₂O hot enough
to be in the form of steam. In practice, an engine contains many such molecules of
expanding gasses which push the engine’s piston thru its power stroke.

Diesel fuel contains several different hydrocarbon (C_nH_2n) molecules, but combusts in a very similar manner as methane, also releasing heat energy and expanding gasses containing CO₂ and steam. The ‘average’ chemical formula for common diesel fuel is C₁₂H₂₄, ranging approximately from C₁₀H₂₀ to C₁₅H₂₈. These are much larger molecules then Methane, consequently, they will require many more Oxygen (O₂) molecules in order to combust completely. In the following example, twelve times as many Oxygen molecules are needed for complete combustion then for Methane.

C₁₂H₂₄ + 24O₂ → Heat Energy & 12CO₂ + 24H₂O
C₁₂H₂₃ represents the average Diesel molecule. 24O₂ represents 24 Oxygen molecules.
12CO₂ represents 12 Carbon Dioxide molecules. 24H₂O represents 24 Water molecules.

Ideally, all engines, regardless if spark ignited or compression ignited should be running with the above illustrated “Perfect” fuel mixture in order to achieve the best efficiency and engine life. Unfortunately, naturally aspirated diesel engines that lack the afore mentioned intake air throttle valve will tend to run with an overly lean fuel-to-air mixture at lower loads and running speeds, and an overly rich fuel-to-air mixture at higher loads. This is due to these engines being unable to adjust air intake to match the fuel input. Below is an example of “Fuel Rich Combustion” where there is only 20 molecules of Oxygen available to combust an average diesel molecule.

C₁₂H₂₄ + 20O₂ → Heat Energy & 10CO₂ + XCO + YC + ZCH + 22H₂O

With less Oxygen available to combust with diesel, the Carbon will not fully combust to Carbon Dioxide and the Hydrogen to water, leaving varying amounts (X, Y & Z) of Carbon Monoxide (CO), Carbon (C) particulates, and unburned Hydrocarbon (C_nH_n) ’emissions’. Carbon Monoxide is toxic and can cause death. Carbon particulates are abrasive and can cause excessive engine wear and heat through friction and its insulating effect, especially on valves when carbonized. Carbon particulates, and Hydrocarbon emissions are harmful to living organism and the environment. Incomplete combustion also releases less energy and less steam, hence is less efficient. In a diesel engine, an overly lean fuel mixture will also result in incomplete combustion because the combustion temperature is lower due to “Quenching”.

Hydrogen generally oxidizes earlier and more quickly then Carbon leaving Carbon that cannot find Oxygen to fully combust with as Carbon Monoxide (CO), Carbon (C) particulates, and also  some unburned Hydrocarbon (C_nH_n) ’emissions’.

This is a Rough Draft!

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Fuel Fundamentals: Flash Point, Ignition Lag, speed of combustion: Deflagration & Detonation.

 

Old School Mechanical Fuel Injection:
The mechanical fuel Diesel engines that lack afore mentioned intake air throttle valve are typically set

+

Whereas the running speed (RPM) of a spark ignited engine can be controlled by throttling the intake air and adjusting the fuel to maintain the proper fuel-to-air mixture as represented above using Methane, a naturally aspirated non EGR compression ignition engine’s running speed can only be controlled by controlling the fuel. This results in overly lean fuel-to-air mixture at lower loads and running speeds and an overly rich fuel-to-air mixture at higher loads.

+

Naturally aspirated diesel engines experience an overly rich fuel-to-air mixture at higher running speeds, as the amount of aspirated air (per intake stroke) remains the same,  or slightly less at higher running speed. The slight decrease in aspiration air at higher running speeds is commonly due to the increasing resistance to air flow as air flow increases. Aspiration air volume can be dramatically increased at higher running speeds by charging the air with a turbocharger, reducing the overly rich mixture and allowing the engine to produce more power.

In any diesel engine, an overly rich fuel-to-air mixture will result in Incomplete combustion of the fuel as there is a lack of adequate Oxygen. Surprisingly, in most diesel engines, an overly lean fuel-to-air mixture will also result in Incomplete combustion, but in this case due to the lower combustion burning temperatures of an overly lean fuel-to-air mixture.

Incomplete combustion produces carbon particulates that can quickly carbonize the pistons, rings, cylinders and valves inside the engine. This is why extended low load or low speed, or overload operation of a diesel engine often results in serious internal damage including excessive wear to the pistons, rings and cylinders of the engine, and even catastrophic valve failure in not uncommon. This is why a diesel engine that is NOT worked hard enough, or is worked too hard, will not last as long as it should.

In conclusion, the throttle control like the one at a boat’s helm is an engine speed control, but technically NOT a throttle on a diesel powered boat. It does not control engine speed by throttling the air flow into the engine. On a diesel engine, this control is connected to the engine speed governor and conveys to the governor by the control handle’s position, what engine speed (RPM) desired from the engine. And then it does all it can to get the engine to achieve the RPM desired. But it can’t do much, just increase or decrease the amount of fuel sprayed into each cylinder’s combustion chamber for the power stroke of the piston. In a mechanically injected engine, the duration, or length of time that the injector spays increases or decreases to achieve this. In a “Jerk” type injection pump, this function is controlled by the “Rack” which is moved by the governor which thru weights and springs, it senses the engines RPM..

Diesel engine fuel systems (i.e. injectors and fuel injection pumps) are selected and set up to provide just enough fuel so the engine will idle when the throttle

The above information explains why diesel engines have an inherently narrow range of operation especially when compared to a spark ignition engine. It also explains why it is imperative that the diesel engine selected for a particular application must be the right engine, and operated properly in order to enjoy the diesel engines inherent efficiency and durability.

Diesel engine mechanical fuel injection. Drawbacks

Diesel engine computerized fuel injection. Advantages & Weaknesses.

SO HERE IS THE RULE:
Select a diesel engine that will provide the power and speed desired (and expected to be used during most engine operation) at its continuous duty rating. The continuous duty rating is usually published by the manufacturer for commercial rated engines. Engines used for recreational applications typically have an intermittent duty rating at full throttle and a continuous duty rating that falls between 75% to 90% of it full throttle power rating. Not only must the engine be right, but the propshaft gearing and the propeller must be right.

THIS IS GOING TO TAKE SOME EXPLAINING:

+

Examples

Displacement Hulls vs Planing Hulls

From ΞSourceΞ.

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FROM Louie: "I agree with everyone above. This site is quickly becoming the ultimate reference resource about every aspect of boats and ships for everyone from the beginning recreational boater to the seasoned professional mariner. I use the topic pages on the right sidebar to browse around the website. It's like a Junior Woodchucks' Guidebook for Boaters. Their Members' Library of over 300 popular and obscure books and over 200 magazine back issues that can be viewed online is fabulous. The Academy's magazine is especially informative. On top of that, there is the "Ask-An-Expert program for members where you can get an expert's answer to any of your boat questions. And a whole years membership is only $25. What a deal! I really love being part of this "Everything About Boats" community and help provide thousands of helpful articles free to the public. I think that I'll sit down right now and write an article about my experiences boating with my uncle."

FROM Scrooge: "You rave about this website like it was the best thing since sliced bread. Well, I think it stinks. Sure, it has a lot of good information for boaters, and they're adding more every day, but it will probably never be finished. Furthermore, I don't even own a boat. And I wouldn't have a boat even if someone gave me one. Boats are a waste of money and time and energy and money! They're just a hole in the water you pour money into. If you gave me a boat, I'd sell it quicker then you could say Baggywrinkle. Then I'd lock up the cash with all my other money so I could keep my eye on it and count it every day. Bah humbug."

FROM Daisy: "I'm just so glad that Donald got the boat so we and the boys could enjoy boating — together. And of course all of the girls, April, May, and June, love to be on the water too, especially when that is where the boys are. Oh poor Scrooge, boating is more fun then you could possibly imagine."

FROM Scrooge: "After seeing how much fun you all have on the water together, I regret that I didn't have that much fun when I was young. I've had a change of heart, and I'm giving each of you a Lifetime Academy Membership."

FROM Editor: "For those of you that have stayed with us this far, many thanks, and we hope that you found this little narrative informative. Your faithful support inspires us to keep working on this phenomenal website. We know that we have a lot more to do. Ultimately, we hope that we can help you enjoy the wonder filled world of boating as much as we do. We are all waiting to see what you have to say about this webpage article. Submit any comments via email To: Comments♣EverythingAboutBoats.org (Replace "♣" with "@"). Be sure to include this page's title in the subject line. Also, your corrections, updates, additions and suggestions are welcomed. Please submit them via email To: Editor♣EverythingAboutBoats.org (Replace "♣" with "@"). It has been truly amazing to see what we have been able to accomplished when we've worked together. Thanks to all those that have donated their valuable time and energy, and a special THANK YOU to all that have supported this cause with their membership donations."

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